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Oh Rover! So many grand ideas, so little effort! The Rover CCV (Coupé Concept Vehicle) could have been the answer to the company’s prayers in the late 1980’s. But instead is just another one of those missed opportunities that we can only look back on and imagine a world where this idea had been taken up.
In the mid-1980’s, Rover was undergoing a turbulent time as the company’s ownership changed hands. Sick to death of having to deal with it, the Thatcher Government decided to break up the nationalised conglomerate known as British Leyland, which had been suffering from poor reliability and hopelessly bad car design. By the beginning of the 1980’s, BL faced a defining moment when it made a deal with Honda to help create cars of better engineering than the Allegro and Marina it was trying desperately to get rid of. The result was the Montego, the Maestro, the Triumph Acclaim and the Rover 200, based largely of Honda products such as the Ballade and the Legend. Though much more reliable and selling well, the profits reaped were nowhere near as great as those being collected by rivals Ford, BMW and Mercedes-Benz, largely due to two factors. One; the unreliability that had plagued BL throughout the 70’s was still very much in evidence during the 1980’s, and these well-engineered cars suffered greatly from that. Two; many people found themselves questioning why they should buy a Rover, especially when considering that Honda was providing a near identical car for half the price!
All these problems and more meant that British Leyland had to come up with a new strategy, and in the mid-1980’s assigned a crack team of engineers to create a new range that would help the company define the 1980’s. In 1986, Rover was sold by the UK Government to British Aerospace, with the Austin badge now dropped and the only remaining marques being MG, Rover and Land Rover, this new private company being dubbed Rover Group. In 1985, MG proposed a 180mph supercar known as the MG EX-E, a smooth and sophisticated machine that could have been a contender for one of the best supercars of the 1980’s if the company had decided to go through with it. Sadly the MG EX-E was never meant to be due to fears of spending huge amounts of cash on a not very profitable niche market, but attempts to create a car of similar design both on a technical and cosmetic level, this new machine being aimed at the mass customer market.
Dubbed the Rover CCV, the car made its debut at the 1986 Geneva Motor Show, and was intended to be a coupe version of the upcoming Rover 800. Designed by Roy Axe, the company’s chief designer, the CCV basically shared the same underpinnings as the 800, which share the same underpinnings as the Honda Legend including a 2.0L Rover Straight-4 or a 2.7L Honda V6. The design however carried over many assets of the MG EX-E project, including a large overall glass roof and windows, a low, smooth body profile, colour coded and blended bumpers, and just an overall handsome aesthetic. In fact, the styling looks almost like some American cars of the 1990’s such as the Chevrolet Corsica or the Buick Skylark. The interior was also mocked-up for his prototype and boasted solid state instrumentation and a dashboard mounted CD player (very novel back in 1986).
So beautiful and sleek was this machine that it even wooed the US market. In 1986, Rover Group, and the previous British Leyland, were desperate to regain a foothold in the United States, the last car that was sold there being the Rover SD1, of which only 774 left the showroom. The CCV however got many American investors on board, especially with a huge market for two-door coupe’s in the mid to late 1980’s. Rover’s enthusiasm was high for such a project, and many envisaged the CCV being the new California Cruiser, the primary ride for those aspiring business executives out in Los Angeles. The project to sell cars in the United States was eventually dubbed Sterling, as due to the unreliability of the Rover SD1 heavily damaging the Rover reputation in America, the company was reluctant to show its face again without going via a third-party or under an assumed name.
However, once again the biggest problem that hampered any good idea that Rover ever had, was itself. While US and British investors were highly enthusiastic of the CCV project, the Rover management refused to commit to such a project, largely due to the poor sales of the Sterling project. Sterling was launched in 1986, selling what were essentially rebadged Rover 800’s as the Sterling 825 sedan, and even though the Rover 800 is a good car in its own right, the rather humdrum design mixed with biblical unreliability and the fact that the Honda Legend was also on sale in America for half the price but twice the performance, meant that sales for the Sterling were abysmal, with only 14,000 of the forecast 30,000 cars actually being sold. These alarming results made Rover (in its usual cool, calm and collected manner) panic and the CCV project was scrapped entirely in 1987. The Sterling project would lumber helplessly on until 1991, when, after losing cash like water, it was removed from the US market, with no more British mass-production cars being sold in America ever again.
Guys, it breaks my heart! The Rover CCV truly could have been the answer to all the company’s prayers if they’d just bitten the bullet and put the thing into production! Rather than rushing into the project blindly in an attempt to get cash in ASAP, Rover should have delay the launch of Sterling by another year, launching both the Sterling 825 and CCV simultaneously, so if the 825 failed to sell the CCV and its beautifully crisp design and overall contemporary feel, could have picked up its slack. Also, an overhaul of the company’s quality control and work ethic should have also been a part of this major image change, sending cars out which actually were reliable, built properly, and had been constructed with at least a smidgen of integrity! Instead, the company went on a hide into nothing and ended up costing themselves an absolute fortune. There’s nothing to say that the CCV wouldn’t have sold here in the UK or in Europe, the 800 certainly did well on the domestic market, just enough to keep its head above water for the duration, so the addition of a highly futuristic model such as this could have easily helped reverse some of the company’s fortunes.
Sadly not, the CCV unfortunately became a victim of that fatal formula that plagued both British Leyland and Rover right up until the end. Great cars, poorly built, but managed even worse!
2016 Nissan Navara NP300 reliability
2016 Nissan Navara NP300 reliability-Each of the 5 trim levels features a wealth of conventional devices, beginning with practical Visia trim, that includes 16in steel wheels,...
autobestcar.com/2016/03/2016-nissan-navara-np300-reliabil...
See this locomotive in the video here: www.youtube.com/watch?v=UDFypCuTeTg
Making a spectacular return working on its first run to the South West is preserved Class 55 Deltic number D9009 (55009) 'Alycidon', seen opening up its throttles at Parson's Tunnel whilst heading the 'Mazey Day Cornishman' from Penzance to Tame Bridge Parkway.
I give you my favourite diesel locomotive of all time, bar none, the Class 55 'Deltic'! A locomotive that has gone down in history as one of those iconic designs, with a classic noise being delivered by engines originally meant for placement in boats.
Planning of the Deltic locomotives goes back to the beginning of the 1950's, where newly nationalised British Rail intended to replace the ageing fleet of former London & North Eastern Railway steam locomotives with a brand new fleet of diesels. The primary targets for replacement were the famous Gresley Pacifics, including the A3's and A4's, but latterly the Peppercorn A1's also came into the scope even though they were brand new engines. As a result, English Electric were commissioned to design a brand new locomotive that was capable of carrying out the extensive and heavy passenger operations on the East Coast Mainline, including famous services such as the Flying Scotsman and the Highland Chieftan. Designer George Nelson and his son (also George Nelson) saw potential in the highly reliable and successful Deltic engine being built by Napier, which had been tried and tested for use in the new Dark Class Fast Patrol Boats of the Royal Navy.
Designed to emulate the great American Carbody E & F-Units of the American Railroads, the prototype Deltic known as DP1 was released from the Dick, Kerr works in Preston in 1955, being powered by two Deltic engines with 3,000bhp available. Immediately the engine started trials on the Midland and Eastern Regions out of London Euston and King's Cross, and became the first Diesel Locomotive to run at over 100mph in the UK. This locomotive however had a relatively short lifespan, being taken out of service in 1961 after suffering a major engine failure, but was able to rack up an impressive 450,000 miles during its 6 years of trials. However, although DP1's life was ending, the life of the Deltics was just beginning, with British Rail ordering a fleet of 22 production locomotives to replace 55 LNER express steam locomotives. This was later complimented by the smaller bodied Class 23 'Baby Deltic' locomotives, of which 10 were built but suffered heavily from reliability problems.
Before the production locomotives could enter service though, several design changes had to be made from the prototype. For starters, the locomotives had to be much thinner, a problem which was made apparent during the trials of DP1 when it dislodged platform edgings at Newcastle, and even lost its cab steps at Darlington. Another change was the removal of the large American style headlamp in place of a standard headcode box.
Numbered D9000 to D9021, the first locomotives entered service in 1961 working express services out of London King's Cross on the East Coast Mainline to Edinburgh. Complimented by other passenger diesels such as the Class 47 and the Class 40, this fleet was able to destroy the former steam locomotives of the LNER, which eventually saw withdrawal in 1966. The Deltic names were a mixture of both British Army Regiments and Racehorses, with locomotives based at Gateshead (Newcastle) and Haymarket (Edinburgh) depots being named after Regiments, whilst the remainder of the fleet at Finsbury Park depot in London were named after Racehorses, a tradition of the LNER.
In 1966, the fleet was repainted from its original BR Two-Tone Green to Corporate Blue, with repaints occurring when the locomotives had their original Vacuum Brakes replaced with Air Brakes. This was later added to by Electric Train Heating to work with later builds of generator powered air conditioned coaches. During the 1970's, the new TOPS (Total Operations Processing System) computer system was introduced, and the class was renumbered Class 55, with the not uncommon anomaly of first built locomotive D9000 becoming last number of the fleet 55022, as there could not be a 55000.
During their tenure on the East Coast, the locomotives were renowned for their speed and performance. With the best part of 3,000bhp at their disposal, the Deltics could rocket between London and Edinburgh in 5 hours and 55 minutes, but later upgrades of the line resulted in this time dropping to 5 hours and 30 minutes, practically light speed compared to the 6 hour journey times achieved by the A4 Pacifics. The fastest run of a Deltic came on the 2nd February 1978, when a Deltic from York to London did the journey in 137 mins and 15 seconds, and reached speeds of 113mph on the flat, and 125mph descending Stoke Bank, the same location that Mallard had broken the record for fastest steam locomotive 40 years earlier.
However, the clouds of progress were on the horizon for the Class 55's as throughout the 1970's British Rail attempted to create the ultimate speed machine to compete with motorcars and domestic airlines. The result was launched in 1976 as the Class 43 and its High Speed Train (HST) set, capable of a steady 125mph in service, and a top speed of 148mph. This revolutionary machine was the beginning of the end for the Deltics, and very soon the HST's had taken over on the top express workings on the East Coast Mainline. Whilst the remainder of the sets were being constructed, the Deltics were reduced to semi-fast workings and secondary passenger services. Gone were the days of the Flying Scotsman, now stuck with the humdrum, ho hum stopping trains. This was hastened too by British Rail's stance on not maintaining small fleets of non-standard locomotives, which meant that very soon the Deltics would run out of spare parts. The end of the 1970's saw the first withdrawal of locomotives for use as spares donors, stripped for parts in order to keep the other class members going. In a final attempt to provide morale to the engine crews, Finsbury Park (which had been threatened with closure), painted the cabs of their Racehorse Deltics with white paint to give them something of a speedy look (my personal favourite of the Deltic liveries).
But this could not prolong the inevitable, and as the years continued to roll on the Class 55's were worked to death, being withdrawn once they'd suffered major faults due to lack of maintenance. The end came on the 31st December 1981, with the final service train, the 16:30 Aberdeen to York, being operated by 55019 'Royal Highland Fusilier'. Later on the 2nd January 1982 there were two enthusiast specials, with 55015 'Tulyar' hauling the northbound leg from King's Cross to Edinburgh, and class premier 55022 'Royal Scots Grey' hauling the return leg, with 55009 'Alycidon' shadowing the tour in case of breakdown. Upon arrival at King's Cross, these three locomotives, together with the rest of the fleet, where withdrawn to Doncaster Works and their mainline certificates revoked. Prior to scrapping though the engines were displayed for enthusiasts until the end of February 1982.
However, 6 locomotives, including the prototype, managed to survive into preservation. After its failure in 1961, plans were made to send DP1 to Canada for further trials, but these eventually fell through, and the locomotive was donated to the Science Museum in London, before being delivered to the National Railway Museum in York in 1993. Since then it was moved to the new Locomotion exhibit in Shildon, but as of 2012 it has resided in its home town of Preston on the Ribble Steam Railway.
As for the production locomotives, 55002 'Kings own Yorkshire Light Infantry' was immediately preserved, and carried out the audacious task of running its final journey from Doncaster to York's National Railway Museum in spite of being banned from mainline operation. The other locomotives to be preserved include 55009 'Alycidon', 55015 'Tulyar', 55016 'Gordon Highlander', 55019 'Royal Highland Fusilier', and 55022 'Royal Scots Grey'. In 1997, 55022 returned to the mainline for the first time with the 'Deltic Reunion' tour between King's Cross and Hull, heralding the spectacular reappearance of these mighty machines to their home ground. Since then all of the Deltic's have been mainline registered, but today only 55002, 55022 and 55009 are allowed to work on the mainline. But when these locomotives do make their way along the railways, their twin Napier Deltic engines resonating and rumbling, there is no finer sound than classical British engineering at work.
It warms the cockles of my heart! :D
To help enhance service reliability for customers, Jersey Central Power & Light (JCP&L) is continuing construction work this summer and throughout the remainder of 2016 on distribution and transmission infrastructure projects totaling approximately $387 million in its northern and central New Jersey service areas.
Robust, fast and reliable: Trakker is the ideal vehicle to work on any terrain. Learn more about its features on Iveco.
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
A popular and reliable British tank. The name Valentine means Strong, Vigorous, Healthy from the Latin Valens.
The normal practice in Britain was for the War Office to issue specifications for a new tank and then contract with industry to manufacture it; the Valentine was an exception. It was designed and built by Vickers-Armstrongs Ltd., in 1938 and offered to the Army who accepted it for production shortly before the outbreak of war in 1939. The choice of such an unwarlike name has been the subject of much speculation ever since but it was probably nothing more than a manufacturer's code name, like Matilda.
Although classed as an Infantry Tank the Valentine was not as heavily armoured as the Matilda, but what it lacked in protection it made up for in terms of reliability. It made quite a name for itself in the North African campaign and also served with New Zealand forces in the Pacific and with Soviet troops on the Russian front. Most of the Valentines that went to the Soviet Union were manufactured in Canada.
The Valentine was an extremely compact tank, to the point of being cramped, yet the designers managed to improve the firepower twice. Early models, like our exhibit, carried the 2 pounder gun but later versions mounted the 6 pounder and, indeed, the British 75mm. Variants were produced as DD swimming tanks, mine-clearing flails, bridgelayers and self-propelled guns and they were still in service with the Portuguese Army some years after the war.
First tank with electric power traverse system. 8,275 were built by 1944 when production ceased
Precise Name: Tank, Infantry Mark III, Valentine II
Other Name:
DESCRIPTION
The Valentine was one of the most important tanks of World War II and accounted for 25% of British tank production. It was also built in Canada. Its’ principal virtue was its’ reliability. It played an important part with British and Commonwealth troops in North Africa fighting the Afrika Korps. Approximately 2,700 Valentines were sent to the Red Army for use on the Eastern Front.
The origins of the Valentine name are obscure. It may be derived from Vickers’ telegraphic address or it may be a tribute to Vickers tank designer Sir John Valentine Carden who was killed in an air crash not long before the tank was designed. It has also been suggested that it was named Valentine because the design was first presented to the War Office on February 14th, St Valentine’s Day, 1938; in fact the meeting was held on February 10th”! Prosaically it may just be an internal Vickers project name.
Vickers conceived the Valentine in 1938 as a private venture. It was designed as an Infantry Tank. At this time the British Army divided medium tanks into two main categories: Infantry Tanks and Cruiser Tanks. Infantry Tanks were slow moving heavily armoured vehicles intended for the close support of infantry units while Cruiser Tanks were more lightly armoured faster vehicles that were intended to exploit a break-through in the enemy’s defences. War experience demonstrated that this concept was flawed and that the real need was for a ‘universal tank’ capable of doing both jobs. (See E1951.34 Tank Medium, Centurion Mark I).
Vickers design was based on the running gear and lower hull of the earlier A10 Cruiser Tank Mark II (See E1949.348). This meant that it could be brought into production relatively quickly, an important consideration as war approached. The Valentine was also a simple design and Vickers estimated that two Valentines could be built in the time required to manufacture one of the competing Matilda II. (See E1949.353 Tank Infantry Mark IIA, Matilda II). The use of the A10’s running gear meant that the Valentine’s weight couldn’t exceed 16 tons. This limitation meant that the Valentine’s armour was limited to 65mm thickness (the Matilda II had 80mm) and that a small two man turret had to be used. Battle experience showed that the two-man turret was unsatisfactory as the tank commander quickly became overloaded trying to command the tank, operate the radio and load the gun.
The first seven versions of the Valentine, (Marks I to VII), were fitted with the standard British two-pounder (2pdr, 40mm) gun, while the Marks III and V did carry a three man turret. The 2pdr gun was rapidly outclassed by increases in the armour of German tanks. It was not suitable for an infantry tank that would have to engage enemy gun positions and fortifications. This type of target needs high explosive (HE) shells to destroy them; unfortunately the British 2pdr did not have one. These shortcomings led to the replacement of the 2pdr gun by the 6pdr (57mm) gun in the Valentine Marks VIII, IX and X. However the larger gun could only be squeezed into the turret by once more reducing the crew to two men. Finally it was found possible to squeeze the British 75mm gun into the turret of the Mark XI.
The Valentine Mark I was powered by the same AEC petrol engine used in the A10. All subsequent marks were powered by a diesel engine, the Marks II and III had an AEC unit while all the rest were fitted with a GMC diesel of 138hp, increased to 165hp in the Mark X and XI. All Marks of Valentine were underpowered with a power weight ratio of 8.6 to 9.7hp per ton. This gave them a top speed of only 15mph (25km/hr). Despite this they were used as Cruiser Tanks for a period of time in North Africa because of an acute shortage of more suitable vehicles.
Early Valentines were built by riveting the hull components together. However welded hulls were found to be superior and all Valentines produced after September 1943 were welded. Canadian built tanks had a cast front-end to the hull; this modification was also applied to British built models.
Although the Valentine had a number of defects these were counter balanced by its’ high reliability, at a time when other British tanks like the Crusader (See E1949.346) were noted for their unreliability.
The Valentine was obsolete as a gun tank by 1944. The ready availability of surplus hulls meant that they were widely used in other roles and for training. Valentines were converted into the first swimming (or DD) tanks and were also fitted for mine clearing (Valentine Scorpion) and bridge laying, (See E1949.356, Valentine I Scissors Bridge Layer).
The Valentine chassis was used for two self-propelled guns. The first of these was the Bishop. It mounted the 25pdr field gun in a high box shaped hull. One hundred Bishop conversions were produced starting in November 1941. They weren’t very successful as the mounting limited the gun’s elevation and hence its’ range. They were rapidly superseded by the American 105mm M7 Priest and then by the 25pdr Canadian Sexton. The second gun based on the Valentine was the self propelled 17pdr, the Archer (See E1969.43). Archer units fought in Northwest Europe from October 1944 and used Valentine gun tanks as command vehicles.
Valentines fought in North Africa with the 8th Army from 1941, in Western Europe (as command tanks), in Madagascar (1942), in South East Asia, with New Zealand troops in the Pacific and on the Eastern Front with the Red Army. Valentines disappeared from the British Army at the end of World War II. They remained in service with the New Zealand Army until 1960.
The Tank Museum’s Valentine was restored by Vickers and is a regular performer at the Museum’s displays.
Britain produced 6,855 Valentines between 1940 and 1944 in three factories, Vickers-Armstrong, Metropolitan Cammell Carriage Wagon and Finance Co. and the Birmingham Carriage and Wagon Co.; 2,394 of these were sent to the Soviet Union. Canadian Pacific made 1,420 Valentines, 1,390 of which went to the Soviet Union.
Summary text by Mike Garth
VEHICLES Features
Full Tracked
Tracks/Wheels
Gun - 2 Pounder (40 mm) Gun
Armament - Main Weapon Type
Besa Machine Gun 7.92mm
Armament - Secondary Weapon Type
A.E.C. Type 190, 6 cylinder
Engine
5 Forward, 1 Reverse
Transmission
Slow motion type
Suspension
Vehicle Statistics
3
Number (Crew)
17tons
Weight (Overall)
15mph
Maximum (Speed - Road)
Diesel
Type (Fuel)
65.00mm
Maximum (Armour Thickness)
131bhp
Power (Engine Output)
2pdr
Calibre (Main Gun)
31gall
Volume (Fuel)
Radius (Range)
60rounds
Number (Projectile)
5.41m
Length (Overall)
2.62m
Width (Overall)
2.27m
Height (Overall)
Having been the most reliable Class 92 in the fleet for several months with nigh-on 100% availability, GB Railfreight's Class 92, 92 033 had a bit of a wobble recently and had a three week spell on the sidelines at Wembley.
However, with everything seemingly back in order, 92033 has returned to Sleeper duties, seen here working the Caledonian Sleeper Highlander service (1S25) north through Hartford.
Though the US Navy reconsidered its decision to retire the AD Skyraider after the Korean War, it was still a piston-engined attack aircraft designed during World War II, while the Navy preferred going to a modern, all-jet attack/fighter fleet. To supplement and then replace the AD, the Navy issued a requirement for a jet attack fighter weighing no more than 48,000 pounds, capable of carrying tactical nuclear weapons, and with a speed of at least 550 miles an hour. The Navy was not surprised when Douglas’ chief designer, Edward Heinemann, submitted a proposal for a delta-winged, light attack jet—they were surprised to find that it met all of the requirements, yet weighed in at only 23,000 pounds, less than half the required weight. It was also so small that it did not need folding wings to fit on aircraft carrier elevators. Heinemann deliberately omitted as much weight as possible to bring the aircraft in under weight, and subsequently, at a lower unit cost than anticipated. One part of this effort was external structural ribbing for the rudder; this “temporary” solution would be used on every aircraft produced.
Heinemann’s design was quickly ordered by the Navy as the A4D Skyhawk. The first A4D-1 flew in June 1952, with deliveries to the fleet beginning in 1956. Pilots used to the increasingly larger and more powerful aircraft the US Navy fielded in the late 1950s, such as the F3H Demon and F4H Phantom II, were surprised at the diminutive A4D, which looked toylike on the decks of Forrestal-class supercarriers. It quickly earned the nicknames “Tinkertoy Bomber,” “Scooter,” and “Heinemann’s Hot Rod.”
The Skyhawk—redesignated A-4 in 1962—also quickly gained a reputation for reliability and nimbleness. Despite its small size, it could carry its own weight in bombs and still turn inside anything in the inventory, even the purpose-built F-8 Crusader fighter. For this reason, the Navy began assigning A-4C Skyhawks as “emergency fighter” detachments to Essex-class antisubmarine carriers, as these ships, still equipped with World War II-era hydraulic catapults and limited in deck space, could not carry the more modern F-4. Besides their internal 20mm cannon, A-4s could also carry up to four Sidewinder missiles.
It would be in the Vietnam War that the A-4 would prove its worth. Besides its large bombload and superb manuverability, the Skyhawk was also found to be able to take considerable punishment. Several A-4s returned to their carriers missing pieces of rudder or with holes shot through the wings. At the beginning of American involvement, the Navy began replacing the older A-4C “short-nose” models with the improved A-4E, which added a fifth hardpoint and a longer nose with more advanced avionics; this was quickly supplemented by the A-4F, which added a dorsal hump with still more avionics and ECM equipment.
Until the A-7 Corsair II began arriving in the fleet in the late 1960s, the A-4 represented the backbone of naval light attack units, operating alongside the A-6 Intruder in striking targets throughout Southeast Asia. On land, A-4s served with Marine Corps units, and proved so reliable and well-liked that the Marines decided not to use the A-7 at all. The Skyhawk also proved itself to be adaptable to other missions: A-4s carried out the US Navy’s first precision strike mission, a 1967 attack on the Hanoi thermal powerplant with AGM-62 Walleye missiles, and also served as Wild Weasel/Iron Hand suppression of enemy air defense aircraft, armed with AGM-45 Shrikes.
Though they were slower than the F-4 and F-8, and lacked the A-6’s ability to fly in the worst of inclement weather, the Skyhawk was not defenseless against enemy MiGs: it was the only American aircraft that could turn with a MiG-17 if it was “clean” of bombs, and only one A-4 was lost to enemy aircraft during the Vietnam War. In turn, one A-4, piloted by Lieutenant Commander Ted Schwartz, shot down a MiG-17 with Zuni rockets in 1967. Skyhawks would drop the first and last bombs of US Navy aircraft in the Vietnam War, and flew more sorties than any other naval aircraft—and paid a commensurate price: 362 Skyhawks were shot down or lost in accidents during the war, the most of any one type. Two A-4 pilots won the Medal of Honor during Vietnam, James Stockdale and Michael Estocin, the latter posthumously; longtime prisoner of war Everett Alvarez Jr. was also an A-4 pilot, as was fellow POW and later Presidential candidate, John McCain.
The A-4’s story did not end with Vietnam. Recognizing its superb manueverability, the US Navy began building adversary units with Skyhawks simulating the MiG-17 as part of the Top Gun program, beginning in 1969. These stripped down “Mongoose” A-4s proved to be a match even against far more advanced F-14 Tomcats and F-18 Hornets, and A-4s remained in the adversary role until 1998. Alongside these aircraft, the Navy used two-seat TA-4J Skyhawks as advanced trainers until 2003, while Marine units continued to use the penultimate A-4M Skyhawk in the light attack role until after the First Gulf War in 1991; Marine OA-4M “fast FAC” forward air control aircraft flew as late as 1998. The TA-4J was replaced by the T-45 Goshawk; there has never truly been a replacement for the A-4E adversaries and A-4M light attack aircraft, though the AV-8B Harrier supplemented them.
While Vietnam was the last war for American Skyhawks, foreign users would put the aircraft to further use. Israel would use their A-4H/Ns in the Yom Kippur War with heavy casualties, due to more advanced Egyptian and Syrian air defenses; better luck was had in the Lebanon War of 1982. Argentina’s A-4B/Qs saw extensive service over the Falklands in 1982, impressing even their British adversaries with hair-raising low-level bomb runs against British ships in San Carlos Water: though the Argentine aircraft took severe punishment from Fleet Air Arm Sea Harriers, they also sank or damaged five ships. Finally, Kuwait used their A-4KU Skyhawks from the beginning of the First Gulf War.
Overall, 2960 A-4s were produced and flew with the air arms of eleven nations. Quite a few survive as government contract aggressor aircraft, or in private hands, while many are preserved in museums.
This A-4E is Bureau Number 151064; it started its career with VA-83 ("Rampagers") aboard the USS Forrestal (CV-59) in 1965. After year stints with two Marine squadrons and the Naval Air Test Center at NAS Patuxent River, Maryland, 151064 joined first VF-101 ("Grim Reapers"), then VF-171 ("Aces") at NAS Key West, Florida, from 1975 to 1984. As both of these squadrons were Fleet Replacement Squadrons for the US Navy's remaining F-4 Phantoms, 151064 likely acted as a "hack" aircraft for pilots to maintain flight hours, or as an aggressor trainer. That was certainly its next role with its next and final squadron: VF-45 ("Blackbirds"), which provided Atlantic Fleet squadrons with adversary training, still operating from Key West. 151064 would act as an aggressor A-4 until 1994, when it was retired. In 2004, it was donated to Planes of Fame in Chino, California.
Clearly, 151064 has seen better days. It still carries Spraylat from its days at AMARG in Arizona, and the camouflage has faded after nearly 30 years in the desert sun. The aircraft itself is intact, and at some point Planes of Fame does intend to restore the aircraft. I saw it in the museum's boneyard in May 2021.
Stelvio proves the Alfa Romeo doubters wrong
The Giulia showed that if given proper attention by its parent, Alfa Romeo could be successfully reinvented. The Stelvio further demonstrates the depth of engineering and design talent within Fiat Chrysler. Which only makes the minor flaws of this SUV all the more maddening: with just a little more money invested in certain components, Alfa's first SUV could beat the BMW X3 to become best-in-segment.
Not only BMW, but Daimler, Audi, Volvo and JLR engineers will likely have been forensically examining the Stelvio, keen to learn the secrets of this remarkable model.
The engine being positioned far back and low, the length of the wheelbase, a lack of long overhangs, the clever way that the car's height and therefore excellent headroom is disguised - these are just some of the things which FCA has mastered in its first attempt at an Alfa Romeo SUV.
Interior - maddeningly close to perfect
FCA still haw some things to learn, though. The main one is simple: if Alfa Romeo is to be remade as a luxury marque, then buyers expect an interior with Italian flair and flawness design.
The genius of the German makes plus Jaguar, Range Rover and Volvo is in providing an instant buzz for anyone who sits in most of their passenger vehicles. It's an ambience which can be hard to define. It might comprise some or all of the following: perfect weighting of the door and a satisfying thunk, a welcoming scent, soft lighting, cosiness, luxurious feeling materials.
When it comes to a true premium vehicle, less is more: silence instead of whirring for the seat motors, and no loud beeps as the doors lock and the electric tailgate opens and closes, Fasten Seatbelt chimes which are too quick to nag. These things are now missing even from most Jeeps, and that has never been a brand known for its absence of brashness. FCA clearly understands this stuff, so hopefully, true Italian luxury is headed Alfa's way.
Aside from its Ferrari division, Fiat Chrysler isn't a company with which most people would associate true luxury. Maserati gets close but certain brittle feeling or overly shiny interior components shared with Fiats and which you would never find in an Audi, Mercedes or a BMW can be all too visible. Not to mention how quickly an overloaded or non-intuitive touchscreen can turn minimalist-looking into maddening.
The frustration with the Stelvio, a model which has been manufactured for more than a year now, is not one of build quality. The bad, bad decades, and there were many of them for Alfa Romeo cars, do appear to be behind the marque. This XC60-sized SUV could, with some frustratingly easy-to-remedy changes, push aside all current rivals in the D segment when it comes to overall excellence. Already, the dynamics are as good as the best - the X3 - and way better than certain others. Interior space is also superb and to many, the looks are highly appealing. Why then did FCA not go the extra mile to lift less-than-best details to the same standards?
The driving experience: joyous
Every time I drove this model over seven days, it just kept on underlining how good it is. Few other elevated models grip the road or have more direct-feeling steering than the Stelvio. Jumping into a Grand Cherokee immediately after the Alfa went back to Fiat Chrysler UK was telling. It isn't that there is anything wrong with the big, aged Jeep. Just that the Stelvio feels like a (tall) sports car whereas the GC is more of a heavyweight off-roader. The Italian brand needs several more SUVs as good as the Stelvio in its line-up. Pronto. Just as long as FCA irons out some of the creases, of which a few need sorting out ASAP.
Press the unlock button and the Alfa beeps loudly. An Audi does not. Touch the lever to select D or R and the immediate sensation is 'slippery' plastic. This, you do not find in a Macan. And then...well, there is nothing else to complain about. The steering wheel is as beautiful as the metal pedals, the door coverings are lovely pieces of design, the instruments and their curved hoods have exactly the right amount of retro-look linking them to Alfas of old, the quilted leather is classy, the headliner has a premium feel, and so on.
The tested model had FCA's turbocharged 280PS 2.0-litre four-cylinder petrol engine and an eight-ratio ZF torque converter automatic gearbox. The exhaust note could have a touch more character, and a bit more torque would have been handy but there is no faulting the suspension system. You may choose Dynamic, Natural or All-weather/Enhanced Efficiency from a controller with d n a markings. The variations are relevant and useful, unlike in many cars where the alternatives to automatic/normal are a sudden hardening of the ride or way too much lean in corners as part of a comfort setting.
The ownership experience: it has to be perfetto
Alfa Romeo is one of those names which most people know, and yet that's not always a good thing. Friends up from Australia holidaying in England, wanted to have good look at the Stelvio. One of them comes from a family which has owned an Alfetta, GTV, 90, 164, and a couple of 156 sedans. Now a Mazda6 estate-driving mum, my buddy explained to me that she wouldn't risk the reliability issues - her husband agreed. Both wanted to know had the test car behaved itself. It had.
More than 17,000 miles were showing on the odometer of the Stelvio 2.0-litre and aside from a little bit of minor wear on the driver's leather-covered seat, it could have been showroom fresh. The boot and rear doors were opened for cargo volume and leg room assessment, eyes were run over the front, rear and sides and I could almost hear the sound of minds opening. If my friends take a test drive upon their return to Sydney, I won't be surprised.
Europe, US and China sales - up, up and not-yet up
What FCA really needs Alfa Romeo to do most is to expand its sales outside Italy. The locals are loyal to home brands - witness how strong Lancia registrations remain even though everyone knows that marque is doomed - and this has been one of the issues with Alfa. The Giulietta is old, the MiTo is older still, and yet Italians keep buying them. Understandably, given how old the two smaller hatchbacks are, few other Europeans do though. But people are falling for the Giulia, and even more so for the Stelvio.
The Giorgio architecture models are the reason why Alfa's Europe-wide registrations were able to (just) cross the 50,000 registrations mark during the first half of 2018. Selling 50,098 cars represented an 8.6 per cent year-on-year rise, with the market reaching the highest total this century even with the ongoing situation in the UK.
In the world's two other major regions for car sales, the picture is good and bad. First, the USA. In July, Alfa sales reached 2,016 vehicles. Not only was that a jump of 65 per cent but the Stelvio accounted for 1,014 of the total. This means that so far in 2018, 14,281 Alfas have been sold to US-based customers. If only dealers had SUVs in the size classes below and above the Stelvio, this brand could be starting to really challenge the established premium makes.
China remains the greatest challenge for Alfa Romeo. In the first half of 2018, just 2,308 vehicles were delivered. For Fiat Chrysler, the world's number one market is all about Jeep, the Fiat brand's two locally built cars having failed. Alfa, like Maserati, remains a low-volume, import brand. Perhaps FCA and its partner GAC are waiting for the arrival of more suitable models before committing to manufacturing Alfa Romeos. FCA stated only a few months ago that there will be extended versions of the Giulia and Stelvio and it is presumed that these will be for the PRC. Small models are needed too.
What FCA should do to perfect the Stelvio
We heard all about FCA's plans for Alfa Romeo back in June. The timing of facelifts, new models, and extra models remains vague but it can be reasonably assumed that the Stelvio won't have or need any styling refresh for some years yet. Extra variants could do wonders for this model's worldwide success, there being a perplexingly wide chasm between the current 280PS and 510PS petrol engines.
US buyers in particular could surely be easily persuaded to pay high prices for a Stelvio powered by the 350hp and 430hp Ferrari 3.0-litre turbo V6s which can be found in the Maserati Levante. FCA might wish to preserve those engines for the Trident logo marque's SUV as well as Alfa's own future equivalent but that seems silly when additional money could be made.
What about more diesel options? As the situation in Italy shows, sales of such engines are not falling dramatically in all countries, so adding some high-torque diesels could do wonders to boost Stelvio sales in relevant markets.
Summary
Right now, Alfa Romeo has two first rate models which are being held back from their true potential. The interior upgrades which are needed don't have to wait for mid-cycle facelifts: some nicer plastics could be a running change, in the same way that other updates have just been announced for 2019. And how about ditching the bland steering wheel and key badges, replacing both with ones that uses Alfa's green and red badge?
If FCA would do these few things, the Stelvio would shift from being a gorgeous yet frustrated communicator burdened by one arm tied behind its back. Italians are surely at their best when speaking with both hands.
50038 Formidable waits time at Exeter St David's on the Sundays only 1M36 1320 Plymouth to Liverpool on 22nd November 1981.
1M36 was a very good bet for a 50, and it didn't disappoint on this day. I recall we were returning north after a Party Travel trip to Plymouth, having set off on the 0030 Liverpool - Euston early the previous day.
Exeter Middle Signal Box can just be seen on the right of the photo with the old NCL parcels depot behind the train.
Slope stabilization at Ten Mile Slide on Highway 99 is complete, improving the longterm
safety and reliability for people travelling the highway northeast of Lillooet.
Learn more: news.gov.bc.ca/25555
Legoland Windsor Resort, styled and also known as Legoland Windsor, is a theme park and resort in Windsor, Berkshire in England, themed around the Lego brand. The park opened on 17 March 1996 and is currently operated by Merlin Entertainments. The park's attractions consist of a mixture of Lego-themed rides, models, and building workshops targeted at children between three and twelve.
In 2019, the park had 2.43 million visitors, making it the most visited theme park in the United Kingdom. However, in 2020 the park had a very limited operating season due to the COVID-19 pandemic and limited capacity. As a result of this Legoland Windsor had a huge drop in attendance and was the fourth-most visited park in the UK in 2020. Overall, attendance has steadily risen since 2005. Legoland Windsor regularly draws more attendees than the original Legoland Billund Resort in Denmark; in 2011, it became the tenth-most popular theme park in Europe, a position it has held every year since. Legoland Windsor typically opens from March to January, with closures on some days.
History
In 1989, The Lego Group began research for the development of a second Legoland park after Legoland Billund with over 1000 sites considered. In January 1992, Windsor Safari Park went into receivership and the 150-acre (0.61 km2) site was chosen for the second development. Between 1992 and 1994, planning, design, site preparation and the design and construction of models began. New accommodations were created for the safari animals and services, foundations and infrastructures were installed at the park. In 1995, a scale replica of Big Ben was installed in Miniland whilst other buildings and attractions were becoming established. In September, advance bookings were opened for entrance tickets. Final installations were completed by the beginning of 1996 and at this point, the Legoland Windsor staff-base was recruited. Legoland Windsor opened on 17 March 1996. During its first season, the park attracted over 1.4 million visitors.
In April 2005, The Lego Group decided to sell Legoland parks following losses across the company. On 13 July 2005, Legoland was acquired by the Blackstone Group and control of the parks passed to Merlin Entertainments.
During the 2020 season, the resort closed on 20 March 2020 due to the COVID-19 pandemic. It reopened on 4 July 2020 following a lockdown in the UK. The resort remained open until 5 November when due to government guidance it was forced to close. It reopened for a shortened period over the Christmas period on 4 December 2020 however was again forced to close when the Royal Borough of Windsor and Maidenhead, where the resort is located, was placed in Tier 4 restrictions on 19 December 2020 under which theme parks could not open.
The resort announced in January 2021 that the resort would not hold its "Brick Week" event in February due to the continuing lockdown in England. It then was announced in February 2021 the resort would open on 12 April 2021 when lockdown restrictions in England allowed theme parks to open. However, it announced its indoor rides and attractions would open later in the year due to government guidelines.
In May 2021, the resort opened a new land titled Lego Mythica: World of Mythical Creatures which includes the United Kingdom's first flying theater ride, called Flight of the Sky Lion. Mythica is the first time a Legoland resort has launched a Lego intellectual property not first released as a Lego set. Also included in the land is a drop tower ride called Fire and Ice Freefall and the rebranded Hydra's Challenge previously known as S.Q.U.I.D Surfer. This land saw the Adventure Land name discontinued for this area of the resort.
In September 2022, the resort opened a new event titled Brick or Treat's Halloween Party. It included a 4D movie, The Great Monster Chase!, and ran until the end of the 2022 Halloween season.
On the 25th September 2023, the Viking River Splash river rapids ride permanently closed after 16 years of operation.
Areas
The park is split into 11 themed lands, incorporating various attractions, restaurants and shops: The Beginning, Duplo Valley, Knight's Kingdom, Lego City, Miniland, Lego Ninjago World, Pirate Shores, Heartlake City, Kingdom of the Pharaohs, Bricktopia, and Lego Mythica: World of Mythical Creatures.
The Beginning
The Beginning is the entrance area to the park. It is composed of a plaza area containing entrance turnstiles, ticket sales, and toilets and stretches to contain a small part of the resort at the bottom of the funicular railway. It has a view of the area surrounding the resort including the nearby town of Windsor, Heathrow Airport, and parts of London.
The main resort shop, The BIG Shop, is located at The Beginning and is the largest Lego store in the UK. Picsolve operates the Photo Shop, which sells photographs of visitors aboard rides and attractions in the resort.
Food and beverage outlets located at The Beginning include the Hill Top Cafe, a coffee outlet, and the Sweet Stop.
The only ride located in The Beginning is the Hill Train, a 3 ft 6 in (1,067 mm) narrow gauge funicular railway down a curved slope. It is the only ride or attraction to be retained from Windsor Safari Park, being refurbished when the park opened with stained glass windows made from translucent Lego bricks by local school children. It travels 300 metres (980 ft) between two stations, with a height difference between the top and bottom stations of approximately 27 metres (89 ft).
The Creation Centre opened at The Beginning in 2000. The building has housed a number of attractions since it has opened; the first main attraction it contained was Lego Racers in which customers created virtual Lego vehicles and raced them against others. The attraction suffered from reliability issues and closed at the end of 2004. It was revived in 2009 by members of the original team under the new name of Rocket Racers. Reliability issues remained and it closed at the end of the weekend of 8–9 October 2011. In 2012 the attraction space was repurposed for Star Wars Miniland which was based on the Star Wars franchise. Unlike Lego Racers and Rocket Racers, it was classed as a walkthrough attraction with no queue. In 2016, a large model of the Death Star was installed as the centrepiece of the attraction. Following the end of a licensing deal between Lucasfilm and Merlin Entertainments, the attraction closed on 31 December 2019.
The Creation Centre is also home to Legoland Windsor's model makers who display busts of famous figures as well as a view of their studio in a space on the second floor of the centre. On the ground floor of the centre is Apocalypseburg which was part of the Lego Movie 2 set.
Duplo Valley
Duplo Valley is a land aimed at smaller children based on the Duplo toy bricks, with the majority of rides being family rides. Since the resort's opening the land has rotated through a number of different names including Explore Land, Duplo Gardens, and Duplo Land.
At the beginning of the 2020 season, Duplo Valley was reopened following a refurbishment and the construction of a new ride, the Duplo Dino Coaster. The ride, originally planned to be called the Duplo Dream Coaster, became the resort's third rollercoaster after The Dragon and the Dragon's Apprentice. Aimed to be a "my first coaster" it saw a soft opening before the park's temporary closure due to the COVID-19 pandemic. It was designed by Mack Rides and manufactured by ART Engineering GmbH. Alongside the opening of the new ride was the re-theming of three rides and attractions: Duplo Express (previously Duplo Train), Duplo Airport (previously Duplo Valley Airport, Chopper Squadron, and Whirly Birds) and Duplo Playtown (previously Brickville). Also located in Duplo Valley is Fairy Tale Brook, a boat ride which takes visitors on a course containing models of fairy tale characters.
Duplo Valley is home to the resort's water park which consists of two separate rides and attractions: Drench Towers and Splash Safari. Drench Towers is a water splash area with multiple slides which was placed on land previously occupied by Mole-in-One Mini Golf. Splash Safari is a smaller splash area for toddlers which consists of water features made of Duplo models and is located below Drench Towers.
The Duplo Valley Theatre, a puppet theatre showing classic fairy tales, is located in the valley adjacent to Fairy Tale Brook. A family restaurant, Farmer's Joe Chicken Company, is located opposite the theatre.
Knights' Kingdom
Knight's' Kingdom (originally Castleland and previously NEXO Knight's Kingdom) features The Dragon roller coaster, which starts inside the castle themed station, passing Lego tableaux, before travelling outside reaching a speed of around 30 mph (48 km/h). Other rides in the land are the flat carousel ride Merlin's Challenge (previously known as Knight's Quest) and Dragon's Apprentice, a smaller rollercoaster acting as an alternative for shorter visitors not permitted to ride The Dragon.
In previous years, the land has assumed a role as Christmas Kingdom when open in the winter months and houses a grotto in the ride area of The Dragon.
Lego City
Lego City (formerly known as Traffic), is themed around transport. It features the Balloon School (a simulated hot air balloon ride), Coastguard HQ (a boat school ride for children), Fire Academy, L-Drivers (driving school for children aged 3–5) and City Driving School (driving school for children over 1.1 metres (3 ft 7 in). In 2019, a Vekoma "mad-house" attraction called Haunted House Monster Party was added to the area and in 2020, Atlantis Submarine Voyage by Sea Life (which features "submarine" vehicles used to travel through the tank) was rethemed to become Lego City Deep Sea Adventure.
Miniland
Miniland is a miniature park in Lego form, depicting towns and cities from around the world, using nearly 40 million Lego bricks. The area features a number of animated models interacting with each other. Motor vehicles use cables under the paths emitting radio wave signals to steer and allow charging when required. The train system runs on tracks, slowing for stations using slow-down bars, and the boats use underwater motor-driven rubber loops as well as sensors to operate bridges and locks. The system, with lights and sounds, is run by 14 computers using 300 kilometres (190 mi) of underground cabling.
The land is divided into different areas as they are depicted, including the UK and mainland Europe. In 2018, Miniland saw an expansion called "Explore the World" which added more Lego models of global sites including the Sydney Opera House, Forbidden Palace, and Saint Basil's Cathedral. The same year various site from the USA were added.
Lego Ninjago World
Lego Ninjago World opened in May 2017 based upon the Ninjago TV series. The centrepiece attraction is a 4D interactive ride, Ninjago: The Ride manufactured by Triotech. The zone features the relocated and rebranded ride Destiny's Bounty, a Rockin' Tug ride based on the ship in the TV series. The ride was previously known as Longboat Invader, and opened in 2008.
Pirate Shores
Pirate Shores features a log flume, Pirate Falls, a play area, a pirate ship ride named the Jolly Rocker and the Spinning Spider (a teacups-style ride where visitors ride in log-style gondolas as an animatronic Lego spider gnashes its jaws and breathes smoke on a web above).. From 1996 to 2010, this area was known as Wild Woods.
Heartlake City
Heartlake City (formerly Lego City until redecoration in 2015), based on the Lego Friends product range, includes two rides: The Legoland Express (a railway ride around Kingdom of the Pharaohs), and a Disk'O coaster called Mia's Riding Adventure. Return to Skeleton Bay (a pirate stunt show) and Lego Friends to the Rescue (a live music concert) take place around the harbour performed by the Lego Friends.
The Kingdom of the Pharaohs
The Kingdom of the Pharaohs contains Laser Raiders, an interactive dark ride through an Egyptian tomb where visitors shoot targets to gain points. Also in this area are Scarab Bouncers, Aero Nomad, Desert Chase, and Thunder Blazer. The latter three rides are fairground based attractions such as a carousel, a Ferris wheel and a chair-o-planes rides.
Bricktopia
Bricktopia (previously called Imagination and Imagination Centre) is an area themed around education through Lego. The centre piece is the Legoland Learning Academy (previously Lego Education Centre) which offers National Curriculum workshops. In 2019 the academy was awarded Best Venue for STEM Learning.
The only ride in Bricktopia is Sky Rider, which is an elevated track ride opened in March 1996 and refurbished between the 2001 and 2002 seasons.[50] The ride gives visitors views of Miniland.
Bricktopia includes Lego Studios 4D (previously known as the Imagination Theatre) which shows Lego-themed films. In the 2020 season, these were Lego City 4D – Officer in Pursuit, Lego Ninjago – Master of the 4th Dimension, and Lego Dreamzzz 4D - Z-Blob Rescue Rush.
In 2023, the Lego Reef was replaced with LEGO Ferrari Build and Race.
Lego Mythica: World of Mythical Creatures
Opening in 2021, Mythica is a land based where Adventure Land was previously located. The centrepiece is Flight of the Sky Lion, a flying theatre ride. Also in the land are two drop towers and the re-themed S.Q.U.I.D. Surfer ride known as Hydra's Challenge.
Annual attendance at Legoland Windsor
YearAttendanceRef
20051,400,000
20061,480,000
20071,650,000
20081,815,000
20091,900,000
20101,900,000
2011 1,900,000
20122,000,000
20132,050,000
20142,200,000
20152,250,000
20162,183,000
20172,200,000
20182,315,000
20192,430,000
Resort hotels
Legoland Windsor Resort currently has two hotels.
Legoland Hotel
The Legoland Hotel opened in March 2012. it is located at the back of the park, in the Adventure land section, on the old site of the Jungle Coaster. Visitors enter the hotel on the ground floor but enter the park on the second floor. The hotel is home to the Bricks Restaurant (a buffet) and the Skyline Bar, both on the second floor. The resort has featured various Lego themed rooms. Customers of the hotels have access to the pirate-themed indoor pool and fitness facility (located at the Legoland Hotel), a treasure hunt in each room, and access to select park attractions before the general public enters the park. The second floor includes a loft where Lego video games can be played on PlayStation 4 consoles. The ground floor features a Lego store and bins of bricks for building.
Castle Hotel
The Legoland Castle Hotel opened on 1 July 2017. The hotel was opened by competition winner James Waine who designed a model that was built by professional model makers and put outside the hotel. The hotel offers wizard- and knight-themed rooms. The hotel is only accessible from the park; visitors must check-in at the Legoland Hotel and travel through the hotel and the park to reach the Castle Hotel. The Castle Hotel is located next to the Legoland Hotel, and includes the Tournament Tavern restaurant.
Woodland Village
In Legoland Windsor's ten-year plan, the park expressed interest in building a holiday village of 450 lodges ranging from barrel-style glamping to large family lodges. This idea culminated in the Woodland Village. Opening on the 24th May 2024, will be "a haven to retreat to after a busy day at the Park". According to the official website, it will feature 150 lodges (much less than the planned 450), a Clubhouse with a restaurant, bar and live entertainment and the chance to become a LEGOLAND ranger. What the latter will involve is unknown at time of writing.
"William Foster, AKA D-FENS, is an unemployed, divorced engineer in the defense industry who's reached his boiling point. First he finds himself in gridlock, which he deals with by abandoning his car. He subsequently happens across an unhelpful convenience store clerk whose prices D-FENS 'rolls back', by demolishing the store with a baseball bat after overpowering the clerk. Soon he finds himself in gangland, and deals with some tough-looking gang members by attacking them and running them off. When the gang members try to retaliate, it fails when they crash their car and D-FENS takes their bag full of guns. Unfortunately for him, a retiring cop is on his trail, and soon things will come to blows as D-FENS heads towards Venice for his young daughter's birthday party...."
[Text from IMDb]
www.imdb.com/title/tt0106856/plotsummary?ref_=tt_ql_6
Chevrolet Chevette:
The Chevrolet Chevette is a front-engine/rear drive subcompact manufactured and marketed by the Chevrolet division of General Motors for model years 1976-1987 in three-door and five-door hatchback body styles. Introduced in September 1975, the Chevette superseded the Vega as Chevrolet's entry-level subcompact and sold 2.8 million units over twelve model years. and joined the Vega's reworked model called the Chevrolet Monza. The Chevette was the best-selling small car in the U.S. for model years 1979 and 1980.
The Chevette was one of GM's T-cars, those employing General Motors' global T platform. GM manufactured and marketed more than 7 million[1] rebadged variants on the T platform worldwide, including the Pontiac Acadian in Canada, Pontiac T1000/1000 in the United States (1981-1987), K-180 in Argentina, Vauxhall Chevette, Opel Kadett, Isuzu Gemini, Holden Gemini and, as a coupe utility (pickup), the Chevy 500. A T-car variant remained in production in South America through 1998.
Development
Under the direction of chief engineer John Mowrey Chevrolet began developing the Chevette on December 24, 1973 in response to the 1973 Oil Crisis and GM's Energy Task Force, arising out of the crisis and the resultant shift in consumer demand to smaller, foreign vehicles boasting greater fuel-efficiency.
The Chevette used its basis GM's World Car, "Project 909" — what would become the T-car program, so named because the vehicles would share GM's T platform. With the well-known problems of its predecessor, the Vega — which included production issues, reliability problems and a serious propensity for corrosion — the team reworked the international platform such that the Chevette shared not a single body panel with another T-car and reworked the underbody extensively to enhance corrosion protection. Ironically, the Chevette's 1.4 liter base iron block engine, weighed 59 lbs less than the Vega's much heralded aluminum block engine.
The Chevette was officially launched on September 16, 1975, in Washington D.C. just after new legislation mandated Corporate Average Fuel Economy (CAFE) standards. With initial projected sales of 275,000 sales its first year, numbers were cut in half as the price of oil stabilized. The Chevette would ultimately reach 2,793,353 sales for its entire production across 12 model years 1976-1988. and global T-car sales would surpass 7 million. The last Chevette was manufactured on December 23, 1986, at Lakewood Assembly — following the end of production at Wilmington Assembly in September, 1985. The last Chevette manufactured was a light blue 2-door hatchback shipped to a Chevrolet dealer in Springdale, Ohio.
1978:
In 1978, models had a revised grille with a grid design, grille and headlight frames chromed for standard models, a four-door hatchback riding a 97.3 inches (2,470 mm) wheelbase was added — two inches longer than the two-door — and this version accounted for more than half of Chevette's nearly 300,000 sales. The 1.4 L engine and Woody were dropped. Fuel door added. TH-180 Automatic Transmission added to replace THM-200 series automatic. "HO" High Output version available in addition to the standard 1.6 L featuring a modified head and larger valves/cam profile. "HO" package also includes dual outlet exhaust manifold. Prices dropped and more standard equipment was added for 1978.
[Text from Wikipedia]
en.wikipedia.org/wiki/Chevrolet_Chevette
This miniland-scale Lego Chevrolet 1978 Chevette 5-Door Hatchback (from the film 'Falling Down' - 1993) has been created for Flickr LUGNuts' 91st Build Challenge, - "Anger Management", - all about cars with some link to being angry.
A helicopter pilot threads a lead line to a monopole that will eventually carry new transmission lines.
Materials scientist Paul Vianco peers through an experimental setup of printed wiring assemblies used to validate modeling in a Sandia National Laboratories project to study solder failure. Vianco said computational modeling of solder joint fatigue is critical to Sandia’s role in life extension programs for nuclear weapons.
Learn more at share-ng.sandia.gov/news/resources/news_releases/solder_r....
Photo by Randy Montoya.
Auto rickshaws are a common means of public transportation in many countries in the world. Also known as a three-wheeler, Samosa, tempo, tuk-tuk, trishaw, autorick, bajaj, rick, tricycle, mototaxi, baby taxi or lapa in popular parlance, an auto rickshaw is a usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorized version of the traditional pulled rickshaw or cycle rickshaw. Auto rickshaws are an essential form of urban transport in many developing countries, and a form of novelty transport in many developed countries. However, in some parts of Europe they remain an essential mode of transportation, notably Italy's.
OVERVIEW
ORIGN
Auto rickshaws of Southeast Asia started from the knockdown production of the Daihatsu Midget which had been introduced in 1957.
Japan had been exporting three-wheelers to Thailand since 1934. Moreover, The Ministry of Posts and Telecommunications of Japan donated about 20,000 used three-wheelers to Southeast Asia. In Japan, three-wheelers went out of use in the latter half of the 1960s.
DESIGN
An auto rickshaw is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver (sometimes called an auto-wallah), and seating space for up to three passengers in the rear. Newer models are generally fitted with a compressed natural gas (CNG) fuel scooter version of a 200 cc four-stroke engine, with handlebar controls instead of a steering wheel.
REGIONAL VARIATIONS
AFRICA
EASTERN AFRICA
There are tuk-tuks in several Kenyan towns. Using them is somewhat cheaper than ordinary taxis. However, tuk-tuks cannot operate in mountainous towns, which are common in Kenya. Fierce competition with Boda-bodas (bicycle taxis) and Matatus (minibuses) hinders popularity of Tuk-tuks, especially within the interior of Kenya. While they may not be widely found in Kenya, they are numerous in the coastal regions, which are less mountainous. For example, in the town of Malindi they offer an economical and convenient mode of transportation.
Tuk-tuks are also common in Ethiopia and are becoming common in Tanzania, particularly in the outer areas of Dar es Salaam. In Tanzania and Ethiopia they are known as "Bajaj" or "Bajajis", after the Bajaj Auto company which manufactures many of them. Since 2009, tuk-tuks have become common in Maputo, Mozambique.
EGYPT
In Egypt, auto rickshaws are called toktok (Egyptian Arabic: توك توك pronounced [ˈtoktok], plural: تكاتك takātek [tæˈkæːtek]); they are widely used as taxis in poorer neighborhoods of the capital, and have become a popular symbol for lower class Egyptians, although they are banned from the streets of wealthier neighborhoods. Deposed president Mohamed Morsi (June 2012-July 2013) in his opening speech addressed the Tuk-Tuk (toktok) drivers as a symbol of the lower class population, but his political rivals and mass media considered it as a mean of emotional deception for the masses by rendering what could be a promise to legalize their status.
MADAGASCAR
In Madagascar, man-pulled rickshaws are a common form of transportation in a number of cities, especially Antsirabe. They are known as "posy" from pousse-pousse, meaning push-push. Cycle rickshaws never took off, yet Posy are threatened by the auto-rickshaws, introduced in numbers since 2009. Provincial capitals like Toamasina, Mahajanga, Toliara, Antsiranana are taking to them rapidly. They are known as "bajaji" and now licenced to operate as taxis. They are not yet allowed an operating licence in the congested, and more pollution prone national capital, Antananarivo.
NIGERIA
There are keke-marwa's in several Nigerian towns and cities. Although not as popular as the ubiquitous "Okada" in Nigeria, keke-marwa's are embraced as an alternative means of transport by the middle and lower class citizens. Keke-marwa is named after Lagos former military Governor, Buba Marwa in the late 1990s.
SOUTH AFRICA
Tuk-tuks, introduced in Durban in the late 1980s enjoyed growing popularity in recent years, particularly in Gauteng.
SUDAN
Rickshaws are a major means of transport in all parts of Sudan, it's locally known as Raksha.
ASIA
BANGLADESH
Auto rickshaws (locally called "baby taxis" and more recently "CNGs" due to their fuel source) are one of the most popular modes of transport in Bangladesh mainly due to their size and speed. They are best suited to narrow, crowded streets, and are thus the principal means of covering longer distances within urban areas.
Earlier, auto rickshaws were colored black with a yellow canvas topping and ran on gasoline without any meter system. However, due to the vast supplies of natural gas in Bangladesh, the government has since encouraged the development of four-stroke compressed natural gas (CNG)-powered engines rather than the older two-stroke engine petrol-running models. Two-stroke engines had been identified as one of the leading sources of air pollution in Dhaka. Thus, since January 2003, traditional auto rickshaws were banned from the capital; only the new CNG-powered models were permitted to operate within the city limits. The newly manufactured CNG auto rickshaws are more fuel-efficient and have a lower center of gravity, making them safer than older models. All CNGs are painted green to signify that the vehicles are eco-friendly and that each one has a meter built in as standard.
Another version of the auto rickshaw can be seen in rural areas of Bangladesh, where they are called "helicopters". "Helicopters" are auto rickshaws modified to have a large body with which it can carry more than six or seven passengers.
At the end of the 1980s, a local company Atlas designed and built a new version of the auto rickshaw, called mishuk, a name derived from a children's mascot of a local deer. Unlike baby taxis, mishuks have spoke wheels and a green body, and have no meter system. Mishuks have more space than baby taxis or CNGs, which makes it more popular with women. They are commonly found in Dhaka and elsewhere in the country due to its four-stroke engine, which is not listed as a significant source of air pollution.
CAMBODIA
In Cambodia, the term tuk-tuk (Khmer: ទុកទុក) is used to refer to a motorcycle with a cabin attached to the rear. Cambodian cities have a much lower volume of automobile traffic than Thai cities, and tuk-tuks are still the most common form of urban transport. At the temple complex of Angkor, for example, tuk-tuks provide a convenient form of transport around the complex for tourists. One can hire a tuk-tuk and driver by the day.[citation needed]
Siem Reap tuk-tuks are generally of the style of motorcycle and trailer. This version does not have rear brakes.
Phnom Penh tuk-tuks are one piece. The one piece tuk-tuk is the front end of a motorcycle consisting of steering, tank and engine/gearbox with a covered tray mounted at the back. The power is transferred by chain to an axle mounted to the modified rear fork which drives the two rear wheels. Suspended upon the rear fork is an open cabin with an in-line seat on each side. This arrangement can carry 6 people at ease, with their luggage in the leg space. It is not unusual to see these vehicles greatly overloaded, especially in outer suburbs and around markets.
Sihanoukville tuk-tuks are generally a motorcycle and articulated trailer without rear brakes on the trailer. A minority of tuk-tuks are three wheeled. The rear wheel of the motorcycle is removed and the front of the bike is melded with a trailer. Power is supplied to the trailer wheels by a driveshaft and differential. Rear wheel brakes add significantly to the safety of this design, especially when going downhill.
Currently, Tuk Tuk in Cambodia is being developed to be more convenient and safer. It is also becoming a popular form of transportation for Phnom Penh residents.
Gaza
Together with the recent boom of recreational facilities in Gaza for the local residents, donkey carts have all but been displaced by tuk-tuks in 2010. Due to the ban by Israel on the import of most motorised vehicles, the tuk-tuks have had to be smuggled in parts through the tunnel network connecting Gaza with Egypt.
CHINA
Various types of auto rickshaw are used around China, where they are called 三轮 (Sān lún - three wheeler) or 嘟嘟车 (Dū dū chē - beep beep car).
In Hainan, the southernmost province, electric models are used in the capital Haikou. These may be heavy, purpose-built vehicles, or simple bicycles attached to a light chassis, with a small electric motor housed underneath.
In rural areas, a sturdy, petrol-powered, plastic-bodied type is common, similar to the Philippine motorized tricycle.
INDIA
OVERVIEW
Most cities offer auto rickshaw service, although hand-pulled rickshaws do exist in some areas, such as Kolkata.
Auto rickshaws are used in cities and towns for short distances; they are less suited to long distances because they are slow and the carriages are open to air pollution. Auto rickshaws (often called "autos") provide cheap and efficient transportation. Modern auto rickshaws run on compressed natural gas (CNG) and are environmentally friendly compared to full-sized cars.
It is also not uncommon in many parts of India (including major cities like Delhi) to see primary school children crammed into an auto-rickshaw, transporting them between home and school.
To augment speedy movement of traffic, Auto rickshaws are not allowed in the southern part of Mumbai.
DESIGN & MANUFACTURE
There are two types of autorickshaws in India. In older versions the engines were situated below the driver's seat, while in newer versions engines are located in the rear. They normally run on petrol, CNG and diesel. The seating capacity of a normal rickshaw is four, including the driver's seat. Six-seater rickshaws exist in different parts of the country, but the model was officially banned in the city of Pune 10 January 2003 by the Regional Transport Authority (RTA).
CNG autos are distinguishable from the earlier petrol-powered autos by a green and yellow livery, as opposed to the earlier black and yellow appearance. Certain local governments are advocating for four-stroke engines instead of the current two-stroke versions.
Auto rickshaw manufacturers in India include Bajaj Auto, Kumar Motors, Kerala Automobiles Limited, Force Motors (previously Bajaj Tempo), Mahindra & Mahindra, Piaggio Ape and TVS Motors.
LEGISLATION
Generally rickshaw fares are controlled by the government.
INDONESIA
In Indonesia, auto rickshaws are popular in Jakarta, Medan, Java, and Sulawesi. In Jakarta, the auto rickshaws are similar to the ones in India but are colored blue and orange. Outside of Jakarta the bentor-style auto rickshaw is more ubiquitous, with the passenger cabin mounted as a sidecar to a motorcycle. Where these sidecar style auto rickshaws do occur in Jakarta they are not referred to as bentor, but rather as bajaj (bajai). They were also popular in East Java until the end of the 20th century and were known as a bemo.
LAOS
Lao tuk-tuks come as tuk-tuks or jumbo tuk-tuks. Jumbos have a larger 3- or 4-cylinder four-stroke engine, and many are powered by Daihatsu engines. Jumbos' larger engine and cabin size allow for greater loads, up to 12 persons, and higher top speeds. Jumbos are (with few exceptions) only found in Vientiane and Luang Prabang.
NEPAL
Auto rickshaws were the popular mode of transport in Nepal during the 1980s and 1990s, till Nepal Government decided to ban the movement of 600 such vehicles in the early 2000. Earliest model of auto rickshaw running in Kathmandu were manufactured by Bajaj Auto. Nepal has been a popular destination for Rickshaw Run. The 2009 Fall Run took place in Goa, India and concluded in Pokhara, Nepal.
PAKISTAN
Auto rickshaws are a popular mode of transport in Pakistani towns and is mainly used for traveling short distances within cities. One of the major brands of auto rickshaws is Vespa (an Italian Company). Lahore is hub of CNG Auto rikshaws manufacturers in Pakistan.The government of Pakistan is taking measures to convert all the gasoline run auto-rickshaws to more effective CNG rickshaw by 2015 in all the major cities of Pakistan by issuing easy loans through commercial banks. Environment Canada is implementing pilot projects in Lahore, Karachi and Quetta with engine technology developed in Mississauga, Ontario, Canada that uses CNG instead of gasoline in the two-stroke engines, in an effort to combat environmental pollution and noise levels.
In many cities in Pakistan, there are also motorcycle rickshaws, usually called chand gari (moon car) or Chingchi (after the Chinese company Jinan Qingqi Motorcycle Co. Ltd who first introduced these to the market).
Rickshaws are forbidden in the capital, Islamabad.
Auto rickshaws have had a history of displaying political statements. In February 2013, that legacy was modified to promote peace. According to Syed Ali Abbas Zaidi, head of the Pakistan Youth Alliance, "We need to take back this romanticized art form and use it for peace sloganeering and conflict resolution."
Manufacturers There are many companies involving in Rickshaw manufacturing in Pakistan, some of them are, AECO Export Company, STAHLCO Motors, Global Sources, Parhiyar Automobiles, Global Ledsys Technologies, Siwa Industries, Prime Punjab Automobiles, Murshid Farm Industries, Sazgar Automobiles, NTN Enterprises, Imperial Engineering Company
PHILLIPINES
Auto rickshaws are an especially popular form of public transportation in the Philippines, where they are referred to as "tricycles" (Filipino: traysikel; Cebuano: traysikol). In the Philippines, the design and configuration of tricycles varies widely from place to place, but tends towards rough standardization within each municipality. The usual design is a passenger or cargo sidecar fitted to a motorcycle, usually on the right of the motorcycle. It is rare to find one with a left sidecar. Tricycles can carry five passengers or more in the sidecar, one or two pillion passengers behind the motorcycle driver, and even a few on the roof of the sidecar. Tricycles are one of the main contributors to air pollution in the Philippines, since majority of them employ two-stroke motorcycles. However, some local governments are working towards phasing out two-stroke-powered tricycles for ones with cleaner four-stroke motorcycles.
SRI LANKA
Auto rickshaws, commonly known as three-wheelers and more recently tuk-tuk, can be found on all roads in Sri Lanka from the curvy roads through the hill country to the congested roads of Colombo transporting locals, foreigners, or freight about. Sri Lankan three-wheelers are of the style of the light Phnom Penh type. Most of the three-wheelers in Sri Lanka are a slightly modified Indian Bajaj model, imported from India though there are few manufactured locally and increasingly imports from other countries in the region and other brands of three-wheelers such as Piaggio. In 2007 January the Sri Lankan government imposed a ban on all 2-stroke three-wheelers, due to environmental concerns and therefore the ones imported to the island now are the ones with four-stroke engines. Most three-wheelers are available as hiring vehicles, with few being used to haul goods and as private company or advertising vehicles. Bajaj enjoys a virtual monopoly in the island, with its agent being David Pieries Motor Co Ltd. A few three-wheelers in Sri Lanka have distance meters, and in the capital city it is becoming more and more common, however the vast majority of charges are negotiated between the passenger and driver.
THAILAND
The auto rickshaw, called tuk-tuk (Thai: ตุ๊กตุ๊ก, pronounced "took-took") or sam-lor (Thai: สามล้อ) meaning three-wheeler in Thailand, is a widely used form of urban transport in Bangkok and other Thai cities. It is particularly popular where traffic congestion is a major problem, such as in Bangkok and Nakhon Ratchasima. The name is onomatopoeic, mimicking the sound of a small (often two-cycle) engine. An equivalent English term would be "putt-putt."
Bangkok and other cities in Thailand have many tuk-tuks which are a more open variation on the Indian auto-rickshaw. There are no meters, and trip costs are negotiated in advance. Bangkok fares have risen to nearly equal normal taxis due to uninformed foreigners willing to pay the asking price, but leaves passengers more exposed to environmental pollution than taxis. The solid roof is so low that the tuk-tuk is a difficult touring vehicle. Today few locals take one unless they are burdened with packages or travelling in a big group for short distances.
The Thai tuk-tuk is starting to change from the old smoke-spewing vehicle of yesteryear. Many Thai tuk-tuk manufacturers now produce low emission vehicles, and even old ones are having new engines fitted along with LPG conversions. In an early morning of Bangkok, these same passenger vehicles can be seen busily transporting fresh produce around the city. Newer tuk-tuks also have wet weather sides to keep passengers and drivers dry.
The Thai auto-rikshaw manufacturers are, Monika Motors Ltd., TukTuk (Thailand) Co., Ltd., TukTuk Forwerder Co., Ltd. Bangkok and MMW Tuk-Tuks Co.,Ltd. in Hua Hin. Smaller manufacturers are the Chinnaraje Co., Ltd. in Chiang Mai and the Expertise Co., Ltd. in Chonburi which manufactures its models in Komaki, Japan, also.
VIETNAM
Known locally as xe lam, the vernacular pronunciation of the Lambro from the Lambretta line by Innocenti of Italy, these vehicles were very popular in the 1960s and 1970s, especially the urban centers of South Vietnam. Over time the authorities have moved to limit their use.
Xe lam with 1-wheel forward and 2-aft were designed to carry passengers whereas other variants with 2-forward and 1-aft, used mostly to transport goods are known as Xe ba gác máy. The motorized version of cycle rickshaw is the Xích lô máy is of the same design.
EUROPE
FRANCE
A number of Tuk-tuks ( 250 in 2013 according to the Paris Prefecture)are used as an alternative tourist transport system in Paris, some off them being pedal operated with the help of an electric engine. They are not yet fully licenced to operate and await customers on the streets. 'Velos taxis' were common during the Occupation years in Paris due to fuel restrictions.
ITALY
Auto rickshaws have been commonly used in Italy since the late 1940s, providing a low-cost means of transportation in the post-World-War-II years when the country was short of economic resources. The Piaggio Ape, designed by Vespa creator Corradino D'Ascanio and first manufactured in 1948 by the Italian company Piaggio, though primarily designed for carrying freight has also been widely used as an auto rickshaw. It is still extremely popular throughout the country, being particularly useful in the narrow streets found in the center of many little towns in central and southern Italy. Though it no longer has a key role in transportation, Piaggio Ape is still used as a minitaxi in some areas such as the islands of Ischia and Stromboli (on Stromboli no cars are allowed). It has recently been re-launched as a trendy-ecological means of transportation, or, relying on the role the Ape played in the history of Italian design, as a promotional tool. Since 2006 the Ape has been produced under licence in India.
NETHERLANDS
Since 2007, tuk-tuks have been active in the Netherlands, starting with Amsterdam. They now operate in Amersfoort, Amsterdam, The Hague, Zandvoort, Bergen op Zoom, the popular beach resort Renesse and Rotterdam. The tuk-tuks in the Netherlands are imported from India and Thailand. They are fitted with CNG engines and have passed the EURO-4 rules.
UNITED KINGDOM
The first Tuk Tuks to enter service in the United Kingdom were supplied and built by MMW Imports in 1999, under the brand name MMW Tuk Tuks. The very first Private Hire licence was issued to an MMW Tuk Tuk for tours of Bath in the year 2000, MMW also gained full Hackney license in Weston-super-Mare. MMW also now export Tuk Tuks from Thailand to the Netherlands, Germany, Spain, New Zealand and Australia. All the MMW range are built in their own factory in Thailand and are custom made for each customer's needs; hence no two tuk tuks are the same, and they come fully customized as per required spec.
Tukshop of Southampton started the commercial importing of Tuk Tuks into the UK in 2003, which resulted in many people being inspired to set up taxi-type operations in a number of cities including Blackpool, Brighton and Leeds. Tukshop failed to gain a taxi operator license for London after a number of media appearances in 2004. The company, founded by mrsteve, are specialists in experiential marketing using the iconic three-wheelers for street marketing campaigns. Clients of Tukshop include many household names, such as T Mobile, Harrods, Universal Pictures, O2, BBC, Freeview, Price Waterhouse Coopers, Tiger Beer & Grolsch lager. Tukshop have imported and put over one hundred tuk tuks on the roads of the UK and Europe between starting the business and Oct 2010. The company currently stocks models from Piaggio & Bajaj, including the commercial versions such as the TM Van.
A Bajaj tuk tuk is currently operated by Bangwallop of Salcombe, South Devon. Taking just two passengers at a time, the tuk tuk has an operator's licence issued by VOSA and trips can be booked in advance.[citation needed]
Auto rickshaws were introduced to the city of Brighton and Hove on 10 July 2006 by entrepreneur Dominic Ponniah's company Tuctuc Ltd, who had the idea after seeing the vehicles used in India and Sri Lanka. They were CNG-powered, using a four-speed (plus reverse) 175 cc engine. Under the terms of their license, the Bajas ran on a fixed single route, and stopped only at designated stops. They are of the same design as traditional auto rickshaws in other countries.
An investigation was launched into Tuctuc Ltd's operation of the service after complaints were raised, primarily by the city's taxi drivers, that routes, stopping points and timetables were not being adhered to. In November 2006, the company was fined £16,500 – the maximum penalty possible – by the South East Traffic Commissioner. After amendments were made to the timetable to reduce delays and improve reliability, the Commissioner allowed the company to keep its operating license. However, the company announced in January 2008 that it was ceasing operations, citing "archaic legislation" as the reason.
In the Scottish capital, Edinburgh, there is a new street food restaurant called Tuk Tuk Indian Street Food, that has its own branded Tuk Tuks, which are used for marketing around the town and picking up customers on special occasions.
CENTRAL AMERICA
EL SALVADOR
The mototaxi or moto is the El Salvadoran version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back. Commercially produced models, such as the Indian Bajaj brand, are also employed.
GUATEMALA
In Guatemala the commercial vehicles are referred to as tuk-tuks. Tuk-tuks operate, both as taxis and private vehicles, in Guatemala City, Guatemala, around the island town of Flores, Peten, in the mountain city of Antigua Guatemala, and in many small towns in the mountains. In 2005 the tuk-tuks prevalent in the Lago de Atitlán towns of Panajachel and Santiago Atitlán all appeared to be from India (Bajaj Auto).
HONDURAS
Three-wheeled all-in-one tuk-tuks are used in the place of traditional taxis in most rural towns and villages.
NICARAGUA
As of 2011 there were an estimated 5,000 mototaxis, popularly known as "caponeras".
CARIBBEAN
Three-wheeled Coco taxis in Havana, Cuba
CUBA
Three-wheeled Coco taxis, named for their resemblance to a coconut, are used in Havana, Cuba.
SOUTH AMERICA
ECUADOR
The mototaxi is the Ecuatorian version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back.
PERU
It is a common sight in the rural areas, towns and cities of Peru to see auto rickshaws, locally known as "mototaxis," "motokars", "taxi cholo", or "cholotaxi" lining up to pick up passengers as their fares are generally lower than car taxis. They are also in the capital, Lima, but they are usually restricted to the peripheral districts. The "jungle" cities and towns in eastern Peru are famous for their prevalence of auto rickshaws. This vehicle, usually running on regular unleaded gasoline, is the main non-private transport vehicle, and is known as "motocarro", "mototaxi" or "tuk-tuk" (for foreigners).
Many of the jungle areas of eastern Peru can be extremely noisy as a result of poorly maintained auto rickshaws and other 2 or 3-wheel vehicles, especially in high traffic or hilly areas. Auto-rickshaw brands such as the Indian-made Bajaj, which use GLP [a form of liquified petroleum gas which some car taxis also use] are much quieter.
NORTH AMERICA
UNITED STATES
Tuk Tuks were introduced to the United States through Tuk Tuk North America of Swainsboro, Georgia. As early as 2006, Mr. Roy Jordan, the owner of Tuk Tuk North America, began working with both the U.S. federal government and manufacturers in Thailand to configure a tuk tuk that was cost effective but adaptable to meet or exceed U.S. Department of Transportation regulations. He was able to contract a manufacturer who could make imported tuk tuks that could meet all necessary federal regulations in the U.S. Original products were imported from Thailand and were gas propelled. Due to the changing regulations of the Environmental Protection Agency, the introduction of imported gas-propelled tuk tuks was short-lived. Due to such changes, in 2009 Tuk Tuk North America decided to go dormant in its importing of gas propelled tuk tuks into the U.S.
However, with the growing emphasis on sustainable “green” energy and the recognition of the continuing rising oil prices, in 2011 the project's short dormancy was rejuvenated being redirected towards introduction of a complete line of all-electric tuk tuks. The line included eight models of "street legal" tuk tuks including passenger, utility, and delivery vehicles. These were offered under the manufacturer’s new name, Electro Technologies LLC, and marketed and sold exclusively through Tuk Tuk Transport LLC of Lenoir City, Tennessee, under the leadership of C. Phillip Tallant.
Prior to 2013, the greatest obstacle to commercial transportation usage of the electric tuk tuks created by Electro Technologies was addressed in mid 2013 by providing a means by which ET Tuk Tuks could be in service 24/7. With this advancement grew the opportunity for formation of Tuk Tuk of America, a company by which partnering affiliates across the U.S. could begin their own local niche urban mobility transportation company with guaranteed protected territories.
FUEL EFFICIENCY & POLLUTION
In July 1998, the Supreme Court of India ordered the Delhi government to implement CNG or LPG (Autogas) fuel for all autos and for the entire bus fleet in and around the city.[citation needed] Delhi's air quality has improved with the switch to CNG. Initially, auto rickshaw drivers in Delhi had to wait in long queues for CNG refueling, but the situation has improved with the increase of CNG stations. Certain local governments are pushing for four-stroke engines instead of the current two-stroke versions. Typical mileage for an Indian-made auto rickshaw is around 35 kilometers per liter of petrol (about 2.9 L per 100 km, or 82 miles per gallon [United States (wet measure), 100 miles per gallon Imperial (United Kingdom, Canada)]. Pakistan has passed a similar law prohibiting auto rickshaws in certain areas. CNG auto rickshaws have started to appear in huge numbers in many Pakistani cities.
In January 2007 the Sri Lankan government also banned two-stroke trishaws to reduce air pollution. In the Philippines there are projects to convert carburated two-stroke engines to direct-injected via Envirofit technology. Research has shown LPG or CNG gas direct-injection to be retrofit-able to existing engines in similar fashion to the Envirofit system. In Vigan City majority of tricycles-for-hire as of 2008 are powered by motorcycles with four-stroke engines, as tricycles with two-stroke motorcycles are prevented from receiving operating permits. Direct injection is standard equipment on new machines in India.
In March 2009 an international consortium coordinated by the International Centre for Hydrogen Energy Technologies initiated a two-year public-private partnership of local and international stakeholders aiming at operating a fleet of 15 hydrogen-fueled three-wheeled vehicles in New Delhi's Pragati Maidan complex. As of January 2011, the project was upon completion.
In the meantime, in October, 2011, the Department of Transportation for the U.S. approved the complete 2012 series of American made, all-electric tuk tuks by Electro Technologies. Chassis were still being shipped in from Thailand, but now with the inclusion of all electrical components as manufactured only in the U.S. with assembly completed in Chattanooga, Tennessee. The American made electric tuk tuks were unique in that they were charged through common 110v outlets providing a range of 60 to 100(+) miles per charge (depending upon model and conditions) with a recharge time between 4 to 6 hours. The Electro Technologies Tuk Tuks topped out at 40 miles per hour which perfectly addresses the needs of their design; niche urban mobile transportation.
The greatest obstacle to daily usage in niche urban mobile commercial transportation was addressed in 2013 by Electro Technologies when they introduced their quick-release battery pack allowing for restoration of 100% power availability in just a few short minutes. This commercial upgrade allowed niche urban transportation businesses to operate 24/7 with no interruption to business.
TRAFFIC ISSUES
Auto rickshaws have a top-speed of around 50 km/h (about 31 mph) and a cruising speed of around 35 km/h (22 mph), much slower than the automobiles they share the road with. Traffic authorities in big cities try to implement mechanisms to reduce the resulting traffic slowing, but none have proven effective.
The MMW Tuk Tuk has a top speed of around 70 mph and with the introduction of the new turbo will have much improved acceleration, to allow for increased speed these Tuk Tuks have anti-roll bars and are fitted with disc brakes.
The triangular form of the vehicle makes maneuvering easy, with the single front wheel negotiating the available gap, and the rear two wheels forcing a larger space. Care must be taken even at low speeds, however, because of the stability problems of three-wheeler vehicles with a single front wheel. Such a "delta"-configuration three-wheeler can easily roll if the driver turns while braking.
In the Philippines, 2-stroke motor tricycle such as Yamaha RS-100T can give a top speed of 55 km/h (one passenger in the sidecar), or 30–40 km/h (full passengers in the sidecar).
More powerful four-stroke motor tricycles such as Honda TMX & Yamaha STX & Bajaj CT-100 can give a top speed up to 70–85 km/h (special trip/one passenger) or 40–50 km/h (full passengers).
RACING
Due to their relatively low top-speed, auto rickshaws have never lent themselves to conventional road or street racing. However, their modest speed, simple construction and impressive fuel economy has endeared them to the international amateur adventuring community, most notably with the Rickshaw Run and also the Indian Autorickshaw Challenge, and even off-road racing with the Apecar competitions in Italy. A Tuk Tuk built by Art In Motion, LLC competed in the 2008 Fireball Run II – Back to the Track
PORTRAYAL IN MEDIA
Auto rickshaws are often portrayed in Indian films (Auto Shankar, Basha, Aye Auto, Oram Po, Hero Hiralal) as well as some Hollywood and foreign productions such as the James Bond film Octopussy, the Canada-India film Amal and the Indonesian movie Pembalasan Rambu. Auto rickshaws are also prominent in the fuel-poor London of 2027 A.D. depicted in Children of Men. A memorable tuk-tuk chase features in the Thai film Ong-Bak: Muay Thai Warrior, climaxing with many of them driving off the edge of an unfinished elevated expressway. The video games Just Cause 2, Stuntman, Far Cry 4 and Battlefield: Bad Company 2: Vietnam feature Tuk-Tuks as drivable vehicles. James Bond (Pierce Brosnan) rides in a tuk-tuk in a Visa Card commercial.
WIKIPEDIA
In the Press Site auditorium of NASA's Kennedy Space Center in Florida, Hans Koenigsmann, vice president of Build and Flight Reliability for SpaceX, speaks to media at a post-launch news conference following the liftoff of SpaceX CRS-16. The flight is a commercial resupply services mission to the International Space Station. SpaceX CRS-16 lifted off atop a Falcon 9 rocket from Space Launch Complex 40 at Cape Canaveral Air Force Station at 1:16 p.m. EST, Dec. 5, 2018, with supplies and equipment and new science experiments for technology research.
Photo credit: NASA/Kim Shiflett
Yes, believe it or not, the origin of the mighty Range Rover goes back to the communistic clumsiness of British Leyland, where, in one of their rare moments of genius, they realised the dream that a contemporary 4x4 could be married with the luxuries and styling of a regular saloon car!
The original concept of the Range Rover can be traced back to the groundbreaking original Land Rover of the 1940's, where upon its introduction in 1948 as an extended development of the American Willy's Jeep, the Land Rover had taken the world by storm and become the most desired 4x4 in the world. Light, practical, endlessly tunable and easy to maintain, the Land Rover was a hit across the globe, primarily in the colonies of the British Empire, taking people to remote regions that had once been only within the reach of a Horse or a Camel. Initially, a plan was made to create a saloon style version of the Land Rover in 1949 with the help of coachbuilder Tickford, dubbed the 'Land Rover Station-Wagon', but this was not exactly a success and sold only 700 examples before the car was withdrawn from production in 1951. The main features of the Station-Wagon were a wooden-framed body, seven seats, floor carpets, a heater, a one-piece windscreen and other car-like features, its hand-built nature kept prices high.
In 1954 Land Rover took another stab at the Station Wagon concept, only this time it was built in-house rather than outsourced to a different company. This version's primary market was for those who required an off-road vehicle with greater capacity, such as ambulances or even small buses in remote regions such as the Scottish Highlands. But even though this second incarnation of the Station Wagon was available with features such as an interior light, heater, door and floor trims and upgraded seats, the basic Land Rover roots of this car meant it was still tough and capable, but the firm suspension made its road performance somewhat mediocre.
In 1958, Land Rover took yet another stab with the Road Rover, a development of combining the Land Rover chassis and running gear with the internal furnishings and body of a regular saloon car. The intended audience of the Road Rover was again in the remote British Colonies of Africa and the Australian Outback, where the firm suspension would be useful on the long, uneven roads. By the 1960's however, developments across the pond in the United States were starting to rock Rover's boat, as the newly coined Sports Utility Vehicle (SUV) began to make progress. International Harvester released the Scout, and Ford the Bronco, offering a different blend of off and on-road ability from existing utility 4x4s such as the Land Rover and the Jeep, proving capable of good on-road comfort and speed while retaining more than adequate off-road ability for most private users. The Jeep Wagoneer proved the concept further, being both spacious and practical, but still with the raunchy off-road abilities to conquer the harsh American terrain.
Being frontline observers to this, Rover dealers in the United States looked on in horror as the American motor industry cornered the market for the SUV, and through frustration the president of Rover's USA division sent head office a Land Rover Series II 88 fitted with a Buick V8, designed for contemporary American pickup trucks, which offered far greater on-road performance and refinement than any Land Rover then in production.
Things came full circle though thanks to a man named Charles Spencer King, a former apprentice at Rolls Royce and one of the most prominent figures in the ownership of Rover and its transition to British Leyland. Taking over the development, he began the development program with the 100-inch Station Wagon project, taking the original concepts of the previous Road Rover and fitting it with coil springs after coming to the conclusion that only long-travel coil springs could provide the required blend of luxury car comfort and Land Rover's established off-road ability. His realisation of this apparently came when he drove a Rover P6 across rough scrubland adjacent to Land Rover's Solihull Factory, but was also helped by the fact that Land Rover purchased the coil springs from a Ford Bronco and began developing from those. Permanent 4WD was also necessary so as to provide both adequate handling and to reliably absorb the power that would be required by the vehicle if it was to be competitive, which came through in the form of a new transmission known as the Land Rover 101 Forward Control. The final piece to the puzzle though was the use of the Buick derived Rover V8, a strong, reliable, lightweight and endlessly tunable engine. In addition to the regular V8, the car was fitted with both a starting handle for emergencies, and carburettors to help continue to supply fuel at extreme angles.
The final design, launched in 1970 with bodywork styled largely by the engineering team rather than David Bache's styling division, was marketed as 'A Car For All Reasons'. In its original guise, the Range Rover was more capable off-road than the Land Rover but was much more comfortable, offering a top speed in excess of 100mph, a towing capacity of 3.5 tons, spacious accommodation for five people and groundbreaking features such as a four-speed, dual-range, permanent four-wheel-drive gearbox and hydraulic disc brakes on all wheels. The body was constructed, in keeping with other Rover products, of lightweight aluminium, and in its first incarnation was only available as a two-door utilitarian runabout, rather than the five-door luxury car we know today. This was rectified in 1981 when a 4-door version was made available, but this doesn't mean that the Range Rover wasn't a success before this change.
Upon its launch in June 1970, the Range Rover was lauded with critical acclaim, and Rover was praised for succeeding in marrying the practicalities of a modern 4x4 with the luxury capabilities of a standard road car. With a top speed of 95mph and a 0-60 acceleration of less than 15 seconds, performance was stated as being better than many family saloon cars of its era, and off-road performance was good, owing to its long suspension travel and high ground clearance. The bulky but practical design was also praised, with many considering it a piece of artwork, with one example being put on display in the Louvre in Paris! Early celebrity ownership also helped the sales quota, but not in the same way you'd expect today. Instead of Musicians and Movie Stars buying up stashes of Range Rovers like they do nowadays, people of established wealth such as Princess Diana and Government bodies became proud custodians of these mighty machines.
Problems however were quick to occur, as let's not forget, this was a British Leyland product. Reliability was a major issue, with strike cars being especially poor as many would leave the factory with vital components missing or not installed properly. To save costs, many pieces of the cars were carried over from other Leyland products, with switches and dials being donated from Austin Allegros, and the door handles coming direct from Morris Marinas. Name any of the faults endemic to British Leyland products of the time, and the Range Rover suffered from the same curse, be they mechanical, electric, cosmetic, or, worst of all, the demon rust!
But the Range Rover survived to see the 1980's despite its faults, and after the introduction of an extra set of doors it started to gain a true identity as the luxury motor of choice for the new money. With the additional 5-door layout, new variants such as the long wheelbase Vogue and the SE (Special Equipment) versions took many of the luxury items of the Jaguar XJ series such as leather seats and hazelnut wooden trim and placed them into the Range Rover. In the 1980s as well, special utility versions began to be developed, including a 6x6 Fire Tender for airfields and small airports, Ambulances for military bases and remote regions, and one special variant for his holiness the Pope, affectionately dubbed the Popemobile!
However, towards the late 1980's the Range Rover in its original incarnation was starting to look very much its age. The angular design was looking tired, and internally its utilitarian roots were in evidence. The dashboard was not much like that of a regular saloon car, but more a bus or a truck, with a huge steering wheel like that from a tractor, and was not particularly well equipped. Land Rover however intended to narrow the Range Rover's portfolio to the truly luxury market rather than having the low end versions which didn't sell as well due to their expense. In 1989 Land Rover launched the Discovery, which was similar in size to the Range Rover but cheaper and given a more family layout with seats and furnishings being carried over from the Austin Montego. To bring the Range Rover back into the front line of luxury motors for the 1990's, Rover Group (the descendant of British Leyland) put together a plan to design a new car under the chassis codenumber P38A (or just P38 for short). Four years of development and £300 million later, the car was launched to a whirlwind of critical acclaim. With a beautifully equipped interior, a more car-like design of dashboard and with a wider variety of luxury trim levels, including the personalised Autobiography editions, the P38 was the first of the mighty Range Rovers to appeal to the bling-bling generation.
This, however, left the original Range Rover out in the cold, and even though it was still a much loved part of the British motoring scene, the time had come for the original, dubbed the Range Rover Classic after launch of the P38. The last of the original Range Rovers slunk silently of the production line at Solihull in 1996, with production now fully based on the new P38, as well as to future developments such as the Freelander of 1997 and ongoing Discovery and Defender. Today original Range Rovers are somewhat easy to come by depending on where you look. In London you'll find a fair few (after all, these were the original Chelsea Tractors), but even in the country you'll bump into these things, especially around my home of Devon where the Range Rover/Land Rover products were perfect for the rugged Moorland terrain. Early British Leyland ones you'd be hard pressed to find, most rusting away in the 1980's, but the Rover Group ones of the 80's and 90's are by no means rare.
But even so, 45 years after the first Range Rover left the factory in Solihull, Range Rovers continue to be produced today, now in it's 4th Generation and available in more variations than ever before! Although British Leyland has long since died together with their many woeful products such as the Morris Marina and the Austin Allegro, the Range Rover is very much their legacy, the last of their original products to survive the strikes and bankruptcy, fighting off the fuel crisis and privatisation by the Thatcher Government, and then being split in 2000 by BMW and juggled between owners Ford and TATA Steel, and still being the luxury motorised toy of the modern day rich! :)
The mechanical reliability of MTA New York City Transit’s fleet of 6,200 subway cars has been a major source of pride for employees. That achievement stems from a simple idea; fix things before they break. That is the philosophy behind the Scheduled Maintenance System (SMS) program developed by the Division of Car Equipment as a way of maintaining the reliability of new subway cars and older subway cars that had gone through the General Overhaul (GOH) program.
Photo: Patrick Cashin / Metropolitan Transportation Authority
Model: Renke / Eddie
Ringlight. So very in love with it. Look at the wonderful reflection!
I'm gonna try to visit everyone today. Not sure I will suceed 'cause there so much no stuff I haven't seen yet.
In Kennedy Space Center’s Press Site auditorium, agency and industry leaders speak to members of the media on Friday, Feb. 22, during the post-flight readiness review briefing for the SpaceX Demo-1 Commercial Crew Program (CCP) mission to the International Space Station. From left are: Josh Finch of NASA Communications; William Gerstenmaier, associate administrator, NASA Human Exploration and Operations; Kathy Lueders, manager, NASA Commercial Crew Program; Hans Koenigsmann, vice president, Build and Flight Reliability, SpaceX; Kirk Shireman, International Space Station Program manager; and Norm Knight, deputy director, NASA Johnson Space Center Flight Operations. The inaugural uncrewed flight of the SpaceX Crew Dragon, known as Demo-1, is targeted to lift off from Kennedy’s Launch Complex 39A on Saturday, March 2. EST. A SpaceX Falcon 9 rocket will launch the Crew Dragon on a mission designed to validate end-to-end systems and capabilities, leading to certification to fly crew.
Photo credit: NASA/Chris Swanson
The Boeing 377 Stratocruiser was a large long-range airliner developed from the C-97 Stratofreighter military transport, itself a derivative of the B-29 Superfortress. The Stratocruiser's first flight was on July 8, 1947. Its design was advanced for its day; its innovative features included two passenger decks and a pressurized cabin. It could carry up to 100 passengers on the main deck plus 14 in the lower deck lounge; typical seating was for 63 or 84 passengers or 28 berthed and five seated passengers.
The Stratocruiser was larger than the Douglas DC-6 and Lockheed Constellation and cost more to buy and operate. Its reliability was poor, chiefly due to problems with the four 28-cylinder Pratt & Whitney R-4360 Wasp Major radial engines and structural and control problems with their propellers. Only 55 Model 377s were built for airlines, along with the single prototype. The 377 was also converted into the Aero Spacelines Pregnant Guppy by John M. Conroy for NASA’s Gemini space program.
Design and development-
The Boeing 377 Stratocruiser was a civil derivative of the Boeing Model 367, the Boeing C-97 Stratofreighter, which first flew in late 1944. William Allen, who had become president of the Boeing Company in September 1945, sought to introduce a new civilian aircraft to replace reduced military production after World War II. Boeing saw in their large-bodied, fast, and long-ranged military transport potential for a passenger aircraft suited for premium service on long transoceanic routes, expanding on the precedent set by their Boeing 314 Clipper with Pan American World Airways. Despite a recession in late 1945, Allen ordered 50 Stratocruisers, spending capital on the project without an order from an airline customer. His gamble that customers would be interested in Boeing's unique and expensive new airplane turned out to be correct for a brief period.
On November 29, 1945 Pan American World Airways (Pan Am) became the launch customer with the largest commercial aircraft order in history, a $24,500,000 order for 20 Stratocruisers. Earlier in 1945 a Boeing C-97 had flown from Seattle to Washington, D.C. nonstop in six hours and four minutes; with this knowledge, and with Pan Am President Juan Trippe's high regard for Boeing after their success with the Boeing 314 Clipper, Pan Am was confident in ordering the expensive plane.
The 377 shared the distinctive design of the C-97, with a "double-bubble" fuselage cross-section, resembling an inverted figure-8, with 6,600 ft³ (187 m³) of interior space shared between two passenger decks. Outside diameter of the upper lobe was 132 inches, compared to 125 inches for the DC-6 and other Douglas types (and 148 inches for today's 737). The lower deck served as a lounge, seating 14. The 377 had innovations such as higher cabin pressure and air conditioning; the superchargers on the four Pratt & Whitney R-4360 engines increased power at altitude and allowed constant cabin pressure. The wing was the Boeing 117 airfoil, regarded as the "fastest wing of its time". In all, 4,000,000 man-hours went into the engineering of the 377. It was also one of but a few double deck airliners, another being its French contemporary, the Breguet Deux-Ponts, as well as Boeing's own 747 and the Airbus A380. A total of 56 were built, one prototype (later reconditioned) and 55 production aircraft.
First flight of the 377 was on July 8, 1947, two years after the first commercial order. The flight test fleet of three 377s underwent 250,000 mi (217,000 nmi; 402,000 km) of flying to test its limits before certification.
Adoption of the Stratocruiser got a boost from the US government, with a controversial incentive package offered to Northwest Orient Airlines for its purchase. Its components were unusually generous mail contracts offered to Northwest for opening new routes to Hawaii and points in the western Pacific region that they were invited to apply for, and a Reconstruction Finance Corporation loan earmarked for the purchase of a fleet of Stratocruisers. Pan-Am saw Northwest's mail contract deal and appealed for new terms in their own international mail contracts, which were granted much to the consternation of Trans World Airlines, who were able to provide the same Atlantic mail services as Pan-Am with lower operating costs. The Northwest deal led to allegations of graft and political favoritism towards Boeing. The other carriers who adopted the Stratocruiser were British Overseas Airways Corporation, American Overseas Airlines (merged with Pan Am in 1950) and United Airlines. The last 377 was delivered to BOAC in May 1950. On this delivery flight, Boeing engineer Wellwood Beall accompanied the final 377 to England, and returned with news of the de Havilland Comet, the first jet airliner, and its appeal. The tenure of the Stratocruiser with United ended in 1954, when United had the opportunity to sell them to BOAC after finding them unprofitable without the extra mail subsidies enjoyed by Pan Am and Northwest.
Operational history-
As the launch customer, Pan Am was the first to begin scheduled flights, from San Francisco to Honolulu in April 1949. At the end of 1949 Pan Am, BOAC and American Overseas Airlines (AOA) were flying 377s transatlantic, while Northwest Orient Airlines was flying in the United States; in January 1950 United began flights from San Francisco to Honolulu. Stratocruisers were pressed into emergency military service after the onset of the Korean War. In late 1950 Northwest Stratocruisers were serving New York City, Chicago, Detroit, Minneapolis/St. Paul, Milwaukee, Spokane, Seattle, and Honolulu. By late 1952 Northwest Stratocruisers replaced DC-4s to Tokyo via Anchorage, Alaska; Northwest replaced the Stratocruiser on the Honolulu run in 1953 and to Tokyo in 1955. For a short time Pan Am 377s flew to Beirut, Lebanon, but after 1954 no 377 was scheduled east of Europe or west of Singapore. In 1954, United Stratocruisers flew Los Angeles to Honolulu and between Seattle and San Francisco; United's B377 flights to Honolulu were all first class. In 1955 BOAC 377s had 50 First Class seats (fare $400 one way New York to London) or 81 Tourist seats (fare $290). In 1956 Pan Am 377s flew from Los Angeles and San Francisco to Sydney with stops at Honolulu, Canton Island and Suva (via Nadi Airport in Fiji). By 1958 Pan Am was operating the Stratocruiser between Seattle, Washington and Fairbanks, Juneau and Ketchikan, Alaska and between Seattle and Whitehorse, Yukon. Within six years of first delivery, the Stratocruiser had carried 3,199,219 passengers; it had completed 3,597 transcontinental flights, and 27,678 transatlantic crossings, and went between the United States and South America 822 times. In these first six years, the Stratocruiser fleet had flown 169,859,579 miles (273,362,494 km).
The 377 was one of the most advanced and capable of the propeller-driven transports, and among the most luxurious, but it was troubled by reliability issues and maintenance costs. Problems included catastrophic failures of propellers, failures of propeller pitch control leading to overspeed incidents, problems related to the poor thermal design of the engine, and aerodynamic problems arising from design constraints imposed by the engine's thermal problems. Its service record was marred by a high incidence of in-flight emergencies and hull-loss accidents related to those issues. The propellers were the subject of Airworthiness Directives in 1955, 1957, and 1958.
In 1953 "United's Ray Ireland ...described the Stratocruiser as unbeatable in luxury attraction but is uneconomical. Ireland said PAA's Stratocruiser competition to Hawaii induced United to buy the plane originally." In 1950 United's seven 377s averaged $2.46 "direct operating cost" per plane-mile, and "Indirect costs are generally considered to be equal or greater than the direct costs." Most operators were using Stratocruisers on long-range routes where higher prices could be charged, off-setting the higher operating costs. The exception to this was Northwest Airlines, who managed to keep the aircraft competitive on shorter U.S. domestic routes where the aircraft's higher payload capacity benefited from lower fuel weights. United however could not integrate their six-plane fleet of 377s. By 1954 the lack of spares and the inability to cross-train their Douglas crews with the type relegated their Stratocruisers primarily to their Hawaii route, where they faced stiff competition from Pan American and Northwest. By the end of that year the six United 377s were all sold to BOAC in a deal orchestrated by Douglas Aircraft. BOAC, which was short of aircraft after the grounding of the Comet 1, paid between US$895,000 and US$995,000 per unit and spares for what were essentially five-year-old aircraft. An equivalent brand new Douglas DC-7 cost US$775,000 in 1954.
Boeing set never-exceed speed at 351 mph (305 kn; 565 km/h) IAS but in testing, the 377 reached 409 mph (355 kn; 658 km/h) IAS (about 500 mph (430 kn; 800 km/h) TAS) in a 15–20 degree dive at 13,500 ft (4,100 m); another report said it reached 498 mph true air speed while diving from 21000 feet altitude to 12000 feet in 50 seconds using "full rated power". Typical airline cruise was less than 300 mph (260 kn; 480 km/h); in August 1953, Pan Am and United 377s (and United DC-6s) were scheduled between Honolulu and San Francisco (2,398 mi (3,859 km)) in 9 h 45 min each way.
The longest (by distance) 377 nonstop flights were made by Pan Am from Tokyo to Honolulu during four winter seasons beginning in 1952–1953. In January 1953, two nonstops a week were scheduled with a flight time of 11 hr 1 min due to tailwinds; the following August all flights took 19 hours, with a stop at Wake Island Airfield. In winter 1953-54 one Tokyo-Honolulu flight took 9 hr 35 min for 3853 great-circle miles.
By 1960 Stratocruisers were being superseded by jets: the de Havilland Comet, Boeing 707, and Douglas DC-8. The last flight of the 377 with United was in 1954, the last with BOAC was in 1959, and the last with Northwest was in September 1960. In November 1960 only a weekly Pan Am Honolulu to Singapore flight remained, and the 377 was retired by Pan Am in 1961. High operating costs (notably the fuel consumption and maintenance of the Wasp Major engines) led to rapid abandonment of the 377 with the onset of the jet era. Its contemporaries such as the Douglas DC-6 and the Lockheed Constellation continued longer, on secondary routes or rebuilt as freighters. A few 377s were sold to smaller airlines, used as freighters, or converted by Aero Spacelines into heavily modified enlarged freighters called Guppies. During 1959 and 1960, Transocean Airlines assembled a fleet of fourteen at bargain prices. In 1960 TOA went bankrupt and only four were in operable condition. The hulks were stored at Oakland International Airport through the 1960s and cannibalized for parts, contributing some to the Aero Spacelines Guppies. Five remaining 377s were modified by Bedek Aviation to resemble former U.S. Air Force Model 367 Stratofreighters and pressed into service with the Israeli Defense Force. Two were shot down during the course of their service and the three remaining 377Ms were retired in 1978 and later scrapped. None of the 56 377s built were preserved for display; the IAF Museum in Israel has a C-97 (4X-FPM) on display painted to resemble their most famous 377M, 'Masada'.
Accidents and incidents-
This aircraft type suffered 13 hull-loss accidents between 1951 and 1970 with a total of 139 fatalities. The worst single accident occurred on April 29, 1952. The aircraft type also experienced a significantly high rate of in-flight emergencies related to engine and propeller failure, resulting in Airworthiness Directives. Faults included structural failures of neoprene-cored propellers, failures of propeller pitch control resulting in overspeed, and failures related to engine cooling. Six propeller failures between 1950 and 1955 resulted in separation or near-separation of engines from mounts, with two resulting in hull-loss accidents. Directives were issued in 1950, 1955, and 1958 regarding enhanced maintenance and fault detection, in-flight vibration monitoring, and propeller replacement. A Directive concerning the pitch control system was issued after the October 16, 1956 hull-loss accident. A June 1957 overspeed incident occurred on Romance of the Skies, after the compliance date of the Directive and less than six months before its fatal accident of November 8, 1957. No hull-loss accidents after the loss of the Romance have been attributed to an overspeed incident.
This Highway 1 four-laning project through the Village of Chase will improve safety and reliability for people travelling along this important corridor. The project includes: Widening 1.6 km of highway to four lanes through the Village of Chase including new grade-separated access, median and roadside barrier, active transportation and municipal infrastructure improvements.
Having just arrived with a service from Hereford, First Great Western owned Class 180, 180106, awaits departure with an evening train to Oxford during the rush hour at London Paddington.
The Class 180's were originally introduced on the Great Western Mainline by First Great Western during 2002 as a way of increasing capacity on trains out of London Paddington. The result was a fleet of 14 5-car Class 180 sets ordered from Alstom, which were built alongside Virgin Trains' Class 390 Pendolino's at Washwood Heath works in Birmingham.
The first sets were delivered in 2000 following testing, but didn't commence services until 2002, their initial routes being on the London Paddington to Bristol Temple Meads and Cardiff Central.
I remember well the first diagrams of these sets, with one train a day being run as far as Exeter St David's in the evening, before travelling empty stock to Plymouth's Laira Depot for overnight servicing, then departing in the morning with the first train of the day to London from Plymouth, usually passing my hometown of Teignmouth just before 8am.
However, reliability issues meant that widespread distribution of the fleet was never fully realised, and in 2007 after receiving extra HST sets, the Class 180's were withdrawn from FGW service.
Since then the trains have found their way into the hands of Grand Central and First Hull Trains on the East Coast Mainline, whilst five sets were intended for use by National Express East Coast, but never deployed. The result was that three sets were transferred to Northern Rail to work Blackpool to Hazel Grove and Manchester Victoria trains until November 2011, when First Great Western purchased these three sets together with the two stored units for use on commuter services to the Cotswolds, a duty these units have been powering ever since.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Both Imperial Japanese Army and Navy Aviation (IJA and IJN, respectively) were very aware of the developments of jet engines, esp. through close contact with Germany and mutual exchange of blueprints and even hardware. But it was the IJN which basically drove jet-powered aircraft, e. g. through the Kyūshū J7W2 Shinden or Nakajima J9Y1 Kikka fighters.
The IJA was far behind schedule. Its primary jet projects had been conversions of existing, piston-engine-driven bomber types, but the increasing threat through high and fast incoming B-29 bombers, as well as the potential danger of even faster, jet-powered types, stirred the development of fast and agile interceptors with a heavy armament.
Since no such indigenous design existed (the IJA rejected the logical option to adapt an IJN types!), German engineers and design had a strong impact on what was to become the Ki-202 - a parallel development to the two-engined, heavier Ki-201 "Karyu", which resembled much the German Me 262.
The Ki-202 was developed by the Nippon Kokusai Koku Kogyo in a very short time frame: initial work started in late 1944, and the prototype was ready in summer 1945. The Ki-202 was regarded as a light, dedicated interceptor for spot defence, which should be produced in large numbers and with less investment of sparse resources and work labor per unit than the Karyu.
The Ki-202 was a very compact and simple aircraft. Outwardly it bore a striking resemblance to Kurt Tank's Ta 183 "Huckebein" jet fighter that had been under development in Germany since 1942, but the Ki-202 was much more simplified, both concerning construction and aerodynamics, as it was so direly needed and, beyond the jet engine, no big development risk was to be dared.
For instance, in order to avoid trouble with swept wings (which had not been incorporated in Japanese aircraft design yet, even though some wind tunnel test results already existed, as well as scientific input from Germany), the Ki-202 featured straight wings with a laminar-flow profile. The tail section was also different from the Ta 183: instead of the Ta 183's highly swept tail fin and a T-tail arrangement, the Ki-202 featured a relatively slender, staright tail boom above the jet exhaust, carrying a conventional stabilizer arrangement with only moderate sweep.
The fuselage resembled much Hans Multhopp's Ta 183, with a nose air intake, the pressurized cockpit placed above the air duct. The cockpot featured a frameless bubble canopy with an armored windscreen that offered an excellent field of view. Another novelty for the IJA was a tricycle landing gear that retracted into the lower fuselage. The engine (initially a single Ishikawajima Ne-20 turbojet, rated at 4.66 kN/475 kgf) filled the whole lower fuselage half. It lay between the main landing gear wells, with fuel cells above them and in the wing roots.
The aircraft had a rather stubby appearance, but turned out to be easy to handle and highly agile. Its weak spot was the Ne-20 engine, which was based on the German BMW 003 turbojet. Its low power output limited the Ki-202's performance so much that the initial prototypes (two were built) could only take off with reduced fuel - in fact, one of these machines was lost when it overrun the runway and crashed beyond repair.
Hence, only basic flight testing without any military equipment on board could be done until April 1945, and after the starting crash the other prototype was actually towed into the air, where it would, at safe height, power up its engine and perform a very limited test program.
When it became available in May 1945, a slightly uprated Ne-20-Kai engine was installed, but this measure hardly made the aircraft suitable to serious military service.
Things changed dramatically with the introduction of the much improved Ne-230 and Ne-330 engines. The latter had a thrust rating at 12.75 kN/1.300 kgf of thrust - nearly three times of what the early Ne-20 could deliver and close to the German 2nd generation Heinkel HeS 011 turbojet.
This new engine necessitated a slightly widened exhaust nozzle, and in the course of this modifications many detail refinements on prototypes #3 and 4 were made, including anti-flutter weights on the horizontal stabilizers and small wing fences.
In September 1945 this "new" aircraft eventually entered IJA service as "Ki-202 Kai", officially called 'Goryō' (御霊 - "Vengeful ghost") but also nicknamed 'Nezumi' (ネズミ - "Mouse") by its crews
The new type proved to be an immediate success. The Ki-202 Kai had a very good rate of climb, the short wings, coupled with a center-heavy CG due to the compact "pod and boom" layout, offered a very high manouverybility that was on par with contemporary Allied piston-engined fighters. As a bonus, its small size made the 'Goryō' a target which was hard to acquire or hit.
On the other side, the aircraft sported a powerful cannon armament (two fuselage-mounted 20 mm Ho-5 cannons, each with 150 RPG, plus two fuselage-mounted 30 mm Ho-155-II cannons, each with 50 RPG), and it was able to carry unguided air-to-air missiles under its wings, or two 150 L (40 US gal) drop tanks on either wing or a pair of 250 kg (550 lb) bombs.
On the downside, the Ne-330 engine had a very high fuel consumption rate, its throttle response was marginal, and its reliability was poor, especially in the initial production batches which suffered from material failures and lack of engineering experience.
General characteristics
Crew: one
Length: 8.96 m (29 ft 4 in)
Wingspan: 9,74 m (31 ft 10 1/2 in)
Height: 3,69 m (12 ft 1 in)
Wing area: 17.5 m² (188 ft²)
Empty weight: 2,380 kg (5,247 lb)
Loaded weight: 4,300 kg (9,480 lb)
Powerplant:
1× Ishikawajima Ne-330 engine with 12.75 kN/1.300 kgf of thrust
Performance
Maximum speed: 855 km/h (531 mph)
Stall speed: 140 km/h (92 knots, 106 mph) (power off, flaps down)
Range: 1.250 km (673 nmi, 776 mi)
Service ceiling: 14.000 m (45,932 ft)
Rate of climb: 20,4 m/s (4,020 ft/min)
Wing loading: 196 kg/m² (41 lb/ft²)
Thrust/weight: 0.37
Armament
2× 20 mm Ho-5 cannons with 150 RPG
2× 30 mm Ho-155-II cannons with 50 RPG
2× underwing hardpoints for up to 250 kg (551 lb) each
(for racks with unguided missiles, drop tanks or bombs)
The kit and its assembly:
A spontaneous project, inspired by a similar build (in French livery, though) on whatifmodelers.com some time ago, and an interim project while I waited for ordered decals for another whif on the bench.
I had a surplus Ta 183 from PM Models in store, and eventually considered it for conversion. When I recently got hands on several PZL TS-11 'Iskra' trainers from Master Craft, I eventually got the inspiration (and parts!) I needed and decided to make a kitbash, retro-fitting the rather futuristic Ta 183 with straight wings and a tail boom.
Conversion was rather straightforward, even though little from the Ta 183 was left: just the fuselage halves, air intake, canopy and parts of the landing gear. The Iskra 'donated' its wings and tail, as well as the front wheel.
Main wheels, cockpit interior, exhaust pipe and pilot figure come from the scrap box - noteworthy is the landing gear well interior. The PM kit just has a shallow, blank fairing - I cut that away and inserted parts from a jet engine (from a Revell F-16, the old kit which comes with a truck, trolley and a spare engine as props) - finally got use for these rather crude parts!
Some putty work was necessary at the fuselage/tail intersection, as well as at the wing roots, but overall the body work was rather quick and simple.
The packs of unguided missiles under the wings actually belong to the Matchbox BAC Strikemaster - I found an illustration of a similar arrangement on a Japanese rocket fighter, and they suit the 'Vengeful Ghost' well.
Painting and markings:
By tendency, I rather keep whifs' liveries simple and unspectacular - but I already have built some and want to avoid repetition. So I settled for an improvised camouflage scheme on bare metal, which I kept for the lower sides. AFAIK, such makeshift paint schemes were pretty common, and since no primer was used, quickly deteriorated.
To keep things simple I painted the finished model with Metallizer from Modelmaster, with different tones in selected areas (e. g. Aluminum Plate, Steel). After that I applied a thin coat of Humbrol 172 with a soft, broad brush on the upper surfaces, the waterline on the flanks masked with Tamiya tape. The metal below was to shine through, streaks were welcome, so that the finish became willingly uneven (and more interesting). This was later enhanced with some dry-brushed Humbrol 102 on top of that.
For more contrast, I added white Homeland Defence bands under the Hinomaru markings on wings and fuselage. These were cut from white decal sheet, not painted, and the Hinomaru placed on top of that. The yellow bands on the wings' ledaing edges are decals, too, a very effective method! The other few markings came from AeroMaster Decals and Microscale sheets.
Weathering included, beyond a wash with thinned black ink, a light sand paper treatment on the leading edges and in areas with much external contact, for an even shaggier look, and some grinded graphite was rubbed onto the bare metal surfaces for a worn look and some extra metal shine.
Finally, everything was sealed under a coat of semi-gloss acryl varnish.
A 'quickie', and the result looks a bit odd, IMHO - like a Saab 29 hatchling, maybe?
U.S. Air Force Fact Sheet
E-3 SENTRY (AWACS)
E-3 Sentry celebrates 30 years in Air Force's fleet
Mission
The E-3 Sentry is an airborne warning and control system, or AWACS, aircraft with an integrated command and control battle management, or C2BM, surveillance, target detection, and tracking platform. The aircraft provides an accurate, real-time picture of the battlespace to the Joint Air Operations Center. AWACS provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle management of theater forces, all-altitude and all-weather surveillance of the battle space, and early warning of enemy actions during joint, allied, and coalition operations.
Features
The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers). The radar combined with an identification friend or foe, or IFF, subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.
Major subsystems in the E-3 are avionics, navigation, communications, sensors (radar and passive detection) and identification tools (IFF/SIF). The mission suite includes consoles that display computer-processed data in graphic and tabular format on video screens. Mission crew members perform surveillance, identification, weapons control, battle management and communications functions.
The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can also be forwarded to the president and secretary of defense.
In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.
As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations.
AWACS may be employed alone or horizontally integrated in combination with other C2BM and intelligence, surveillance, and reconnaissance elements of the Theater Air Control System. It supports decentralized execution of the air tasking order/air combat order. The system provides the ability to find, fix, track and target airborne or maritime threats and to detect, locate and ID emitters. It has the ability to detect threats and control assets below and beyond the coverage of ground-based command and control or C2, and can exchange data with other C2 systems and shooters via datalinks.
With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the Sentry's flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile approximately 8 hours without refueling. Its range and on-station time can be increased through in-flight refueling and the use of an on-board crew rest area.
Background
Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, Tinker Air Force Base, Okla.), received the first E-3s.
There are 32 aircraft in the U.S. inventory. Air Combat Command has 27 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries at Kadena AB, Japan and Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company in Seattle.
NATO has 17 E-3A's and support equipment. The first E-3 was delivered to NATO in January 1982. The United Kingdom has seven E-3s, France has four, and Saudi Arabia has five. Japan has four AWACS built on the Boeing 767 airframe.
As proven in operations Desert Storm, Allied Force, Enduring Freedom, Iraqi Freedom, and Odyssey Dawn/Unified Protector the E-3 Sentry is the world's premier C2BM aircraft. AWACS aircraft and crews were instrumental to the successful completion of operations Northern and Southern Watch, and are still engaged in operations Noble Eagle and Enduring Freedom. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. The E-3 has also deployed to support humanitarian relief operations in the U.S. following Hurricanes Rita and Katrina, coordinating rescue efforts between military and civilian authorities.
The data collection capability of the E-3 radar and computer subsystems allowed an entire air war to be recorded for the first time in the history of aerial warfare.
In March 1996, the Air Force activated the 513th Air Control Group, an AWACS Reserve Associate Program unit which performs duties on active-duty aircraft.
During the spring of 1999, the first AWACS aircraft went through the Radar System Improvement Program. RSIP is a joint U.S./NATO development program that involved a major hardware and software intensive modification to the existing radar system. Installation of RSIP enhanced the operational capability of the E-3 radar electronic counter-measures and has improved the system's reliability, maintainability and availability.
The AWACS modernization program, Block 40/45, is currently underway. Bock 40/45 represents a revolutionary change for AWACS and worldwide Joint Command and Control, Battle Management, and Wide Area Surveillance. It is the most significant counter-air battle management improvement in Combat Air Forces tactical Command and Control history. The Block 40/45 Mission Computer and Display upgrade replaces current 1970 vintage mission computing and displays with a true open system and commercial off-the-shelf hardware and software, giving AWACS crews the modern computing tools needed to perform, and vastly improve mission capability. Estimated fleet upgrades completion in ~2020.
General Characteristics
Primary Function: Airborne battle management, command and control
Contractor: Boeing Aerospace Co.
Power Plant: Four Pratt and Whitney TF33-PW-100A turbofan engines
Thrust: 20,500 pounds each engine at sea level
Rotodome: 30 feet in diameter (9.1 meters), 6 feet thick (1.8 meters), mounted 11 feet (3.33 meters) above fuselage
Wingspan: 145 feet, 9 inches (44.4 meters)
Length: 152 feet, 11 inches (46.6 meters)
Height: 41 feet, 9 inches (13 meters)
Weight: 205,000 pounds (zero fuel) (92,986 kilograms)
Maximum Takeoff Weight: 325,000 pounds (147,418 kilograms)
Fuel Capacity: 21,000 gallons (79,494 liters)
Speed: optimum cruise 360 mph (Mach 0.48)
Range: more than 5,000 nautical miles (9,250 kilometers)
Ceiling: Above 29,000 feet (8,788 meters)
Crew: Flight crew of four plus mission crew of 13-19 specialists (mission crew size varies according to mission)
Unit Cost: $270 million (fiscal 98 constant dollars)
Initial operating capability: April 1978
Inventory: Active force, 32 (1 test); Reserve, 0; Guard, 0
Point of Contact
Air Combat Command, Public Affairs Office; 130 Andrews St., Suite 202; Langley AFB, VA 23665-1987; DSN 574-5007 or 757-764-5007; e-mail: accpa.operations@langley.af.mil
Penelec, a subsidiary of FirstEnergy Corp. (NYSE: FE), has begun a significant project to help prevent or minimize service disruptions in downtown Johnstown, Cambria County, by reinforcing its underground electrical network.
Photographed at the Monterey Historic Races in 2009.
Motorsport News, Porsche Intelligent Performance, News
The 911 GT3 RSR is the most successful GT racer in the world
Once again, the Porsche 911 GT3 RSR is the world’s most successful GT race car. The fastest racing-911, developed following the rules of the GT2 category and based on the principles of Porsche Intelligent Performance, left its mark on race tracks around the globe with good lap times, excellent reliability and particularly low fuel consumption. Powered by a 450 hp four-litre six-cylinder boxer engine, the vehicle triumphed in the GT2 category in 2010 at the Le Mans 24 hour race, won championships in the Le Mans Series and the American Le Mans Series and claimed overall victories at the 24 hour races in Dubai and Spa-Francorchamps. It won against strong competitors including Ferrari, BMW, Aston Martin.
The Porsche 911 GT3 RSR, based on the road-legal 911 GT3 RS, not only impressed with race wins. In the American Le Mans Series, it was once again the GT vehicle with the best overall efficiency in the ratio of lap times and fuel consumption. For this, the vehicle was the overall winner of the environmental Michelin Green X Challenge for the second time in succession. And at the Le Mans 24 Hours, the RSR also won the Green X Challenge. “It’s giving the right signal to place more importance on the efficiency of a racing car,” says Hartmut Kristen, Head of Porsche Motorsport. “Winning the Green X Challenge, which is a very important success for us, proves that the Porsche 911 is not only fast, but also very economical.”
In its current form, the Porsche 911 GT3 RSR of the 997 type has been sold to international customers since 2007. From year to year, the top model of 911 racing vehicles received ongoing modifications. The most conspicuous changes were made to the 2009-model. The capacity of the six-cylinder boxer engine at the rear grew from 3.8 to 4.0-litres, resulting in an optimised torque curve at reduced revs as well as better driveability. The most distinguishing feature of the still current 911 GT3 RSR is the redesigned front section with a large ventilation opening. Noticeable at first sight are the air outlet slots, the so-called louvers, on the front hood. They are an indication of the completely revamped air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. Compared to the 2008-model, the weight-optimised brake system and the lighter wiring harness contribute to further improved driving dynamics.
A great deal of know-how from the successful RS Spyder sports prototype went into the gearbox of the 911 GT3 RSR. The sequential six-speed gearbox developed by Porsche engineers is considerably lighter than the unit fitted in the predecessor and has much less internal friction. The flatter angle to the drive shafts allow teams greater scope for the suspension set-up.
The foundation for today’s successes was already laid with the racing variants of the Porsche 911 996 type. Built to contest the GT class of the Le Mans 24 Hours, the 911 GT3 R clinched virtually all GT class wins in the 1999 American Le Mans Series. In 2001, the modified 911 GT3 RS version was raced. This vehicle was not just successful in its class, but also celebrated prestigious overall wins, with the two German Porsche works drivers Joerg Bergmeister and Timo Bernhard an team owner Kevin Buckler beating significantly more powerful prototypes at the Daytona 24 hour race in 2003. Porsche factory pilot Marc Lieb (Germany) won the 24 Hours of Spa with Romain Dumas (France) and Stéphane Ortelli (Monaco) in the same year beating all the much more powerful GT1 cars.
In the 2004 season, the successor model 911 GT3 RSR (996) made its debut. The output of its 3.6-litre six-cylinder boxer engine increased to 455 hp (335 kW) at 8,500 rpm, the maximum torque to 410 Nm at 7,200 rpm. By winning the American Le Mans Series (GT class), the Le Mans Endurance Series (GT) as well as the FIA GT Championship (N-GT), as well as class victories at the Le Mans and Spa 24 hour races and the Petit Le Mans event, the new racing sports car celebrated a brilliant debut season.
“It’s impressive how the 911 GT3 RSR has developed from year to year. The lap times alone are astounding, because despite the restrictions imposed on us again and again by the regulations, the car just got faster every year,” says Porsche works driver Joerg Bergmeister, who celebrated the majority of his successes at the wheel of the RSR. For this reason, the five-time winner of the American Le Mans Series is not at all anxious about tackling the 2011 season: “When you finish a season you always think: now we’ve reached our limit, now the car’s gone as far as it can go. And then Porsche comes up with something new again. And I reckon it won’t be any different in 2011.”
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Porsche 911 GT3 RSR (997) – Most important successes
2010
Winner American Le Mans Series (GT class)
Winner Le Mans Series (GT2 class)
1st place Le Mans 24 Hours (GT2 class)
1st place Dubai 24 Hours (overall win)
1st place Spa 24 Hours (overall win)
2009
Winner American Le Mans Series (GT2 class)
Winner Le Mans Series (GT2 class)
Winner FIA GT Championship (GT2 class)
1st place Nürburgring 24 Hours (overall win)
2008
Winner American Le Mans Series (GT2 class)
1st place Sebring 12 Hours (GT2)
1st place Nürburgring 24 Hours (overall win)
1st place Dubai 24 Hours (overall win)
2007
Winner International GT Open Championship
1st place Le Mans 24 Hours (GT2 class)
1st place Nürburgring 24 Hours (overall win)
1st place Spa 24 Hours (GT2 class)
1st place Petit Le Mans (GT2 class)
1st place Mil Milhas Sao Paulo (GT2 class)
Porsche 911 GT3 RSR – Technical description (2010 season)
Engine:
Water-cooled, six-cylinder boxer engine; four-valves per cylinder; 3,996 cc; stroke 80.4 mm; bore 102.7 mm; 331 kW (450 hp) at 7,800 rpm; max torque 430 Nm at 7,250 rpm; max revs 9,400 rpm; dry sump lubrication; individual throttle butterflies; fuel injection; air restrictors 2 x 28,6 mm.
Transmission:
Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited slip differential 45/65%.
Body:
Monocoque body (basis 911 GT3 RS) of hot-galvanised steel; aerodynamiccally optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (driver’s side only) with flame retardant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire extinguishing system.
Suspension:
Front axle: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides. Complete suspension infinitely adjustable (height, camber, track).
Brakes:
Brake system with balance bar control. Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads. Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.
Wheels:
Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt.
Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.
Electrical system:
Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.
Weight:
Approx. 1,220 kg complying with A.C.O. regulations, 1,245 kg complying with FIA regulations.
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JCP&L plans to spend $357 million in 2018 on infrastructure projects and other work to enhance customer reliability across its 13-county northern and central New Jersey service area. Major projects scheduled include replacing remote-controlled substation equipment used to monitor and respond to grid conditions, replacing 34.5 kilovolt (kV) substation circuit breakers and upgrading distribution circuit breakers and more than 90 circuit upgrades.
JCP&L plans to spend $357 million in 2018 on infrastructure projects and other work to enhance customer reliability across its 13-county northern and central New Jersey service area. Major projects scheduled include replacing remote-controlled substation equipment used to monitor and respond to grid conditions, replacing 34.5 kilovolt (kV) substation circuit breakers and upgrading distribution circuit breakers and more than 90 circuit upgrades.