View allAll Photos Tagged prototyping
An exhibit at the British Motor Museum.
A prototype based on the Rover 75 and revealed in November 2003. It was never produced as a production model.
Car: MG RDX60 prototype.
Engine: 2497cc V6.
Date taken: 16th April 2024.
The four prototype Routemasters came together for a gathering outside the iconic Earls Court Exhibition centre before its demolished. From left to right, RM1, SLT 56, RM2, SLT 57, RML3, SLT 58 and CRL4 SLT 59.
Porsche LMP2000 (Type 9R3)
First public appearance as part of the 70th anniversary celebrations of Porsche.
The Porsche LMP2000 (also known as the Porsche 9R3) was a Le Mans Prototype racing car that was developed between 1998 and 2000, but never raced. One car was built, and it was designed around a modified version of Porsche's 3.5-litre V10 engine that was originally designed for Formula 1 in 1992. The project was cancelled before the car was built, leading to various rumours about the reason for its demise.
In 1998 Porsche designed a Le Mans Prototype for the following season, assigning it the codename 9R3. It was initially to use a modified version of the turbocharged flat-six engine found in the Porsche 911 road car, but, although the design was completed in November 1998, Porsche opted against building the car. Due to the inherent flaws of using the heavy flat-six and the extra cooling the engine would've needed, Porsche instead redeveloped the 3.5-litre V10 engine that was originally developed in 1992 for Formula One, to replace the V12 used by Footwork Arrows; it was redesigned for both 5-litre and 5.5-litre capacities, and the pneumatic valve springs were removed, as the air restrictors mandated under LMP regulations made them redundant. The chassis was unaltered apart from suspension geometry for newer tyres and the engine mountings to accommodate the new engine. In May 1999 the project was halted, but the chassis was completed and underwent a two-day private test, driven by Allan McNish and Bob Wollek who reportedly gave positive feedback.
Despite Porsche's initial denial of the 9R3's existence rumours circulated about its cancellation including: the engineers were diverted to the Porsche Cayenne SUV project; to avoid competing with its Audi R8 stablemate which won the 2000 24 Hours of Le Mans; insufficient competition after the withdrawal of BMW, Toyota, Nissan and Mercedes-Benz. The engine from the car was used in the Porsche Carrera GT concept car and was detuned for the production version.
Goodwood Festival of Speed 2018
Follow me on Instagram: @raphcars
Early prototypes for set 8487. New parts here were made with a 3D-printer, prints are low-quality inkjet stickers, and most parts are spraypainted. Sarge has two brackets cut to approximate a new bracket part. My favorite part is the curved slopes in aqua, which were never released without studs :)
Here is the prototype of the Daimler XJ40. This is the top of the range model for the Jaguar XJ6! The car is exposed in the Coventry Transport Museum.
Still a mystery what these may have been used for, but one theory is some kind of display stand or support.
They have remains of the same round labels found on the cut baseplates:
"F. F." test markings underneath which we very often see on prototypes. No Lego logo as all studs have holes through them.
Closer look:
Update:
The mystery has been solved.
These are used to test clutch power with different connections and are still available for LEGO designers today in different forms and with different connections.
This is my second prototype log. I used a cardboard tube as the basic shape and covered it with aluminum foil. Next, I dipped the log in paraffin wax to make a smooth surface. I used an X-Acto knife to cut irregular holes in the clay while it was still flat on my desk. I covered the form and used custom textures and drew designs all over the log. Next I covered the entire surface with black, copper and gold Pearlex powder and cured it. I used 600 grit sandpaper, dry muslin buffing wheel, and finished with Renaissance wax. I love the final translucent effect, the holes, the shape, and the designs
Caution: although I placed numerous kleenex tissues under the log to absorb the wax as it melted, the wax seemed to weaken the clay and the seam did not bond. Thank goodness for superglue!
Salon Rétromobile 2018
Paris expo portes de Versailles
Châssis n° 1
modèle unique
construite par Jean-Marie-Jules Salomon fondateur de l'entreprise d'automobile Le Zèbre
I had this idea sitting in my head for about a year and I'm happy I finally got to do it! Probably one of the most messy shoots EVER. There was literally black water all over my bathroom walls and floors after this but it was worth it.
Blog post with behind the scenes & extra photos: melanielapointe.blogspot.ca/2013/05/prototype.html
Model: Elodie Lima
The main reason for my trip to Tunisia was to participate in the UN World Summit on the Information Society. I attended the press conference where UN Secretary-General Kofi Annan and Nicholas Negroponte unveiled the first prototype of the $100 laptop. The 'One Laptop Per Child' initiative aims to provide extremely low-cost laptop computers to children in developing nations.
Le Kram, Tunis, 2005
Scanned from the LNER book, The first railway between Manchester and Sheffield, 1945.
The British Rail Class 76, also known as Class EM1 (Electric Mixed-Traffic 1),[1] is a class of 1.5 kV DC, Bo-Bo electric locomotive designed for use on the now-closed Woodhead Line in Northern England.
TOMMY - the prototype
The prototype, LNER No. 6701 was completed at Doncaster Works in 1941 to a design by Sir Nigel Gresley, but electrification of the Woodhead Route was delayed by the Second World War. It was tested on the few sections of 1500 V DC lines owned by the LNER but had not worked any great distance by 1947 when it was loaned to Dutch Railways to help with their post war shortage of locomotives. In September 1945 the LNER assigned it the classification EM1; previously it had been unclassified.
The prototype locomotive, renumbered 6000 in June 1946, remained on Dutch Railways until 1952 when the Woodhead electrification was complete. While in the Netherlands it gained the name Tommy after the nickname given to British soldiers and ran for the rest of its working life with a name plate which included an explanation of the origin - "So named by drivers of the Netherlands State Railway to whom this locomotive was loaned 1947-1952". It was renumbered to 26000 following the formation of British Railways.
It is not clear what, if any, modifications were required for the locomotive to operate in the Netherlands. Four valves on the front of the cabs carried various combinations of pipes, but these were fitted when the locomotive was built.
26000 Tommy was used alongside the other EM1 locomotives equipped with train heating boilers, in everyday service. It was withdrawn and scrapped in 1971 when passenger services were withdrawn over the Woodhead route and several locomotives became surplus to requirements.
The time in the Netherlands had shown that the design did not ride well at high speed due to the bogie design. The buffers and couplings were mounted on the bogies which were then linked together by a drawbar, a feature intended to remove stress from the superstructure. It was also felt that the cabs were too small with poor visibility.
Production locomotives
In 1950–1953, a further 57 locomotives were built at Gorton locomotive works, Manchester, to a modified design; these were also classified EM1. There were also to have been 24 built at Darlington Works, but these were cancelled. Electrical equipment was supplied by Metropolitan-Vickers, who completed the final assembly of the locomotives at Dukinfield Works. They were later reclassified as Class 76 under the TOPS classification scheme introduced on 28 March 1968.
The locomotives were fitted with twin diamond-shaped pantographs. At certain points on the Woodhead Line, notably in the vicinity of steam locomotive water-columns, the electric overhead lines were as high as 20 feet above the tracks. The pantographs had to stretch to almost their full height to reach the wires at such points.
Although mainly intended for freight working, the locomotives also regularly worked Woodhead Line passenger services – especially after the sale of the Class 77 locomotives to the Netherlands Railways in 1968. Fourteen locomotives (26020, 26046–26057) being fitted with steam heating apparatus. Thirteen of these gained classical Greek names. The names were removed in 1970 after the discontinuance of passenger services in January of that year.
Brief stay in Essex
The first section of the Manchester to Sheffield "Woodhead" route, that between Dunford Bridge and Wath, was not electrified until 4 February 1952. The lines between London Liverpool Street and Shenfield had already been electrified in September 1949 using the same 1500 V DC system, and on 27 October 1950, the first two locomotives to be completed, nos. 26001 and 26002, were sent to Ilford depot in Essex for trials; these were joined in early 1951 by 26003–26010. The trials involved a variety of trains, passenger and freight, and included tests of the regenerative braking system on Brentwood bank, which has a gradient of 1:103 (0.97%). In June 1951, the ten locomotives were sent north to Wath, where the overhead lines had recently been energised, for further trials.
Brakes and controls
The locomotives were fitted with air brakes and regenerative braking; the latter, which could only be used at speeds between 16 and 55 mph (26 and 89 km/h), caused current to be fed back into the wires during the long descents on both sides of the Woodhead Tunnel, and so assisting any train which was ascending at the time. Rheostatic braking was also fitted several years later as an additional safety precaution; this was effective below 20 mph (32 km/h). Train brakes were operated by vacuum. From November 1968, thirty of the locomotives were later modified for multiple unit (M.U.) control.[8] This became particularly important from January 1970 with the introduction of "Merry-Go-Round" coal trains from South Yorkshire to Fiddlers Ferry Power Station near Widnes, operated by two Class 76s (and banked by two extra locomotives up the Worsborough incline between Wombwell and Silkstone). Such trains became the mainstay of the Woodhead Line in the 1970s. Locomotives fitted with M.U. control were also given train air brakes; the last nine conversions had their train vacuum brakes removed at the same time. A "Clearcall" intercom system was fitted, allowing communication between the drivers of the leading pair and the banking pair of locomotives via the overhead line. An early version of this system had been tried on six of the locomotives in the late 1950s, but had been abandoned as unsatisfactory following tests concluding 26 May 1960. Beyond the Woodhead Line, the trains to Fiddlers Ferry were diesel-hauled west of Manchester.
Liveries
As delivered, the locomotives were painted black (as in the main photograph). From the late 1950s onwards Brunswick green was adopted, with small yellow warning panels on the cab ends. From the late 1960s until withdrawal, the Class 76s started to appear in British Rail monastral blue with yellow cab ends.
Withdrawal
The fortunes of the Class 76s were inextricably tied to the fate of the Woodhead Line. The reduction of the freight traffic on the Woodhead Line, plus the ending of passenger services, resulted in the early withdrawal of several locomotives.
By the late 1970s the locomotives were amongst the oldest in service on British Rail and replacement would ultimately become necessary. However, the closure of the Woodhead Line between Hadfield in the West and Penistone in the East (July 1981) resulted in the withdrawal of the entire fleet.
Class 76 had served well, having been built to an evidently sound design and cared-for well by the maintenance teams of Reddish and Wath. Many were still entirely serviceable when withdrawn and British Rail sought to sell the fleet to the Netherlands Railways, but neither they nor any other operator of 1500 V dc railways wished to purchase the Class 76s - many of which were already over 30 years old. Accordingly the remaining locomotives were scrapped (many at the yards of Booths of Rotherham), apart from a single preserved example now in the National Railway Museum, York.
Preservation
One locomotive has been preserved by the National Railway Museum along with at least one cab from another locomotive; 76039 at the Manchester MOSI.
The preserved locomotive, No. 26020 (later 76 020) was specially chosen because it was built with stainless steel handrails and had been exhibited at the Festival of Britain. Later, it was the locomotive that pulled the opening day train through the Woodhead Tunnel. It retains the stainless steel handrails, although they are currently painted over.
A complete cabside from No. 76039 Hector and a door from No. 76051 are preserved in original condition at Barrow Hill roundhouse.
Information sourced from the Class 76 page on Wikipedia.
East Midlands Trains' ex-Grand Central HST powercar 43484 hauls prototype HST PC 41001 up the Through Road at Wakefield Westgate, working as 5Z50 from Derby Etches Park to Leeds Neville Hill T&RSMD. 41001 was being hauled to 'NL' for engine attention, after one of its cylinder compression rings failed at the K&WVR's gala back in May.
The new M3 "Grease Gun" prototype from Brickarms is exceptionally awesome. Here, Will's taken a real weapon that has an overly simple design, and made it perfect for the minifig aesthetic.
One that I've been wanting to see for quite some time, and it's so well done!
Unregistered prototype Arrival Gen 2 Electric Bus manufactured by Arrival Ltd, Banbury. Not the same one seen in Towcester in 2020 as that was LHD and had different styling.
Black M60 w/DOG Ammo Can
IT IS A PROTOTYPE. As of now, only Dan at Brickmania has the M60.
Check with him if you are looking to make one of them your very own.
I'll rev this design in the coming weeks and months, to tighten it up to my standards. Until then, please do not ask me when it will be available, If you do, you will be blocked because it will show me that you can't be bothered to read this first.
Le Mans is over for 2018, and as news turns to the new regulations for 2020 I wonder what the future of endurance racing looks like.
Will there be any need for fuel companies in the electric future? Octan thinks so. Their special hydrogen-sulfur fuel cells provide all the power of the electric engine while being able to be refilled in seconds. The Octan endurance prototype is designed to showcase this technology, running a car that's far lighter, with no energy recovery, but is mechanically simpler and can pit in a third of the time of its rivals.
3 railway prototypes on display at the Shildon branch of the Railway Museum .
There are the APT-E , Prototype DELTIC and the prototype Inter City 125 .
A second photo of the Leyland Dromedary chassis,
I have cropped the picture to give a better view of the prototype Atlantean bus in the background,
I will post the complete picture shortly
I've kind of wanted to have one of these buntings for ages but I wasn't sure about what I'd do with it (my decorating style is generally a bit more serious). Then it occurred to me at our BBQ last weekend that I'd like to have a really big one to hang for parties. Especially now with a little person around here. And it seems that my swap partner might like to have one. So I thought that now is the perfect time to make myself one as it amounts to testing the technique. That's often a fun bonus to doing this swap thing -- getting to try new stuff!
What do you think partner? Would you like a smaller version? In different colors, of course.
I took this photograph on a visit to the Donington Park Museum in October 1989. It's the 1969 Cosworth four-wheel drive F1 prototype and the book 'Great Racing Cars of the Donington Collection' has this to say about it:
"By 1969 BRM and Ferrari had spent many years racing in Formula 1 as the only manufacturers responsible for their own engines and gearboxes, as well as for the basic chassis of their cars. Cooper had introduced the successful ‘kit-car’ theme to Grand Prix racing, buying their engines from Coventry-Climax and making gearboxes in conjunction with Jack Knight Engineering and off-the-shelf Citroën parts as early as 1957.
During the early 1960s the ‘kit-car’ theme developed, and when Cosworth came along with their Super-successful engines it began to mushroom. In 1968 Keith Duckworth decided that he would have a car developed to make the ultimate use of his new Grand Prix engine, and so one of the most striking of the 1969 season’s crop of four-wheel drive cars came into being.
Robin Herd left McLaren to design the new car, which was put together in Cosworth’s Northampton works and which displayed superb workmanship. The cockpit was slightly offset to allow drive-lines to pass by its right-hand side. The DFV V8 engine was turned about-face in the chassis to power a centre differential, in the normal four-wheel drive manner, and the broad monocoque tub was extended to form flared aerodynamic sponsons between the wheels on either side. An unusual inboard suspension system was adopted, but as things developed, the Cosworth car was never raced.
Four-wheel drive offered a way of increasing the car’s traction, and during the latter part of 1968 developments with aerodynamic aids produced a lighter and simpler way of achieving similar ends. After some hair-raising accidents early in 1969, regulations were devised to limit these aids, but they still proved extremely effective and the complex and difficult four-wheel drive issue was effectively side-stepped.
All the 1969 four-wheel drive cars had a basic weight disadvantage, and when Mike Costin (the ‘Cos’ of Cosworth) and Trevor Taylor tested their car, many problems were found. Despite prodigious speed and acceleration, it quickly became just another ‘might have been’."