View allAll Photos Tagged streamlined
Streamlined Art Deco style saloon
Chassis n° 248901
2.663 cc
6 in-line
624 ex. (SS1 Airline Saloon)
4.254 ex. (SS1)
Jaguar Heritage Trust Collection
British Motor Museum
Gaydon
Warvick
England - United kingdom
November 2018
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar
Not sure when I took these but from the ages of my two sons this must be around Easter 1970.
Seating 44 this streamlined diesel railcar was built for the GWR in 1934 and included a buffet. I believe it is now in the National Railway Museum though may be out on loan.
SF MUNI PCC No. 1050 makes a stop at the Steuart Street stop in San Francisco.
The streamlined design “PCC” streetcar once ran in 33 cities across North America, but many would say if the PCC had a “home” it was St. Louis, in large part because of St. Louis Car Company, which built 75% of U.S. PCCs, including every PCC streetcar Muni has ever owned.
Of the thousands of PCCs that rolled off the St. Louis Car Company assembly lines, 300 went to work on the streets of St. Louis itself. St. Louis Public Service Company (SLPS) was the city’s transit operator, acquiring its PCCs in batches of 100 in 1940, 1941, and 1946. After World War II, transit demand dropped in St. Louis as elsewhere, and the number of St. Louis streetcar lines was gradually pared back, with surplus PCCs sold off to such cities as Philadelphia, Shaker Heights, Ohio, and Tampico, Mexico.
But the biggest single batch of St. Louis Public Service PCCs came west to San Francisco in a 1957 lease deal. Those 66 cars, augmented by four more in 1962, allowed Muni to complete conversion of its five streetcar lines, the J, K, L, M, and N to the modern PCCs from their boxy antique predecessors, which had come to be known as “Iron Monsters”. St. Louis Public Service was taken over by a government agency in 1963, and the last streetcar left the streets of St. Louis in 1966.
Those 70 SLPS PCCs that came to Muni soldiered on until 1982. In fact, one of Muni’s ex-SLPS cars, No. 1128, was repainted into its original St. Louis livery and given back its original SLPS number, 1704, to appear in the San Francisco Historic Trolley Festivals through 1987. Muni still retains a number of actual ex-SLPS PCCs, but all need complete rehabilitation to run again. So, in 2016 it was decided to honor St. Louis by repainting Car No. 1050 in SLPS livery. (It had originally been painted in the Muni “Wings” livery when the F-line opened, but three original Muni cars were subsequently restored in the “Wings”, making No. 1050 available to represent another city.)
As for St. Louis Car Company, it built its last PCC in 1952. That car, Muni’s No. 1040, has been restored to its original appearance – and “Wings” livery – and still operates as part of the Muni fleet today.
Engineer Jerry Tusch waves hello as another trainload of passengers are carried in comfort to the North Pole! Santa Trains to the North Pole at the Rochester & Genesee Valley Railroad Museum. This was the first year we used a vintage streamlined coach from our 1941 "Empire State Express" fleet.
The legend that brought inspiration into the hearts of wannabe engine drivers everywhere. LNER no. 4468 "Mallard", later renumbered 60022 under BR, stands in pride of place at the edge of the National Railway Museum's turntable, looking as impressive as the day she broke the steam world speed record of 126mph.
Streamlined, Poema Utrecht, 28-05-2010. Sorry for the week delay before uploading the set(s). Maar het was een zwaar weekend zo, met 2 top-trance parties. Friday: 28/05: Streamlined, het laatste trancefeest in de Poema :( En zaterdag 29/05 mijn verjaardag om 00.00 uur in de Westerunie tijdens de Armada Night. Van dat feest 2 sets, 1 van gastfotograaf Paul en een van mij. Vanavond ook online hier. Het was weer fun, en een erg mooi weekend al met al. Jammer van de (te) lage opkomst bij Streamlined!
Line-up Streamlined: partyflock.nl/party/174584:Streamlined.html
Dank allen! En tot snel!
Je foto(s) van: Streamlined, nabestellen voor maar 1 Euro? Geef het/de fotonummer(s) door. Stuur een mail naar: dutchpartypics@yahoo.com. Daarna volgen de details en stuur ik je via e-mail de high res. foto(s) zonder logo toe!
Check ook eens mijn showgallery: www.dutchphotogallery.net/ (online m.i.v. 01-06-2010). Check also my YouTube Channel: www.youtube.com/user/dutchpartypics
© Dutchpartypics | Korsjan Punt 2010. Powered by Nikon D50/D80/D3000 DSLR; Lenses: Nikon AF 50 mm, f 1.8; Nikon AF-S 18 - 105 mm VR, f: 3.5 - 5.6; Nikon AF-S 55 - 200 mm VR, f 4.0 - 5.6; Nikon AF 70 - 300 mm, f 4.0 - 5.6; Tamron SP XR DiII 17 - 50 mm, f 2.8; Tamron XR Di 28 - 75 mm, f: 2.8; Sigma Super Wide II 24 mm, f 2.8; Sigma EX DC-HSM 10 - 20 mm, f 4.0 - 5.6 and Sigma EX DC Macro 105 mm, f 2.8. Flash: Nikon Speedlight SB600 (Nikon D80) | Sunpak PZ42X (Nikon D3000) | Sunpak PF30X (Nikon D50), all including Stofen omnibounce. Compact: Nikon Coolpix L110 and Panasonic Lumix FX500
NIKON: At the heart of the image! & DUTCHPARTYPICS: Power of Imagination, for Pounding, Vivid Pictures! Make your photos come alive! And... ! Relive your most intense moments, over again!
The kit and its assembly:
This small aircraft model is the result of a spontaneous kitbashing flash, when I dug through the sprue piles and the spares box. It started with a leftover fuselage from a Mistercraft PZL P-7 fighter, and further searches revealed the wings from a PM Model Fokker D.XXI and the sawn-off wings from a Hobby Boss MS.406. The sprue stash came up with other useful parts like small stabilizers and a landing gear – and it turned out to be the rest of the MS.406, which had originally been butchered to be mated with the P-7 wings to become my fictional Polish RWD-24 fighter prototype. So, as a serious recycling project, I decided to accept the challenge and use the remains of the P-7 and the MS.406 to create a “counterpart” to the RWD-24, and it became the fictional ANBO IX.
While the ingredients for a basic airframe were now available, some parts were still missing. Most important: an engine. One option was an early Merlin, left over from a Spitfire, but due to the circular P-7 fuselage I preferred a radial engine. With the cowling from a Japanese Mitsubishi Ha-102 two-row radial (from an Airfix Ki-46 “Dinah”) I found a suitable and very streamlined donor, which received a small three-blade propeller with a scratched spinner on a metal axis inside.
The cockpit and the canopy caused more headaches, because the P-7 has an open cockpit with a rather wide opening. For a fighter with a retractable landing gear this would hardly work anymore and finding a solution as well as a suitable donor piece took a while. I initially wanted to use a kind of bubble canopy (with struts, so that it would not look too modern), but eventually rejected this because the proportions would have looked odd – and the overall style would have been too modern.
So I switched to an early Spitfire canopy, which had a good size for the small aircraft, even though it called for a spinal fairing – the latter became the half from a drop tank (IIRC from an Airfix P-61?).
Lots of PSR was necessary everywhere to blend the disparate parts together. The cockpit opening had to be partly filled and reshaped, blending both canopy and spine into the hull took several layers.
The area in front of the cockpit (originally holding the P-7’s shoulder-mounted wings) had to be re-sculpted and blended into the Ki-46 cowling.
The ventral area between the wings had also to be fully sculpted with putty, and huge gaps along the wing roots on the wings’ upper surfaces had to be filled and formed, too. No wonder that many surface details disappeared along the way… Nevertheless, the effort was worthwhile, because the resulting airframe, esp. the sleek fuselage, looks very aerodynamic, almost like a Thirties air speed record contender?
AND NOW, THE STREAMLINED BICYCLE!
Chicago, Ill.: This years sports equipment exposition being held in Chicago, is showing the streamlined bicycle, demonstrated above, by Athea Dawes, left, and Persis Jane Peeples. The cycles have, streamlined tanks which have builtin headlights, a newly designed rear light, chain guards ans smartly designed handle bars all following out the streamlined design.
8-9-38
the Howard house (1939) designed by architect Henry T. Howard, has been called "one of the best of the city's few examples of streamlined Moderne from the 1930s" -- an example of the International Style, this four story Art Deco gem is in the Pacific Heights section of San Francisco
W142 IV
Inspired by the new autobahns, in the 1930s Mercedes-Benz offered several car models, including the 320, as so-called streamlined sedans. Even though the improvements in consumption and top speed were minimal, the streamlined Mercedes-Benz sedans were the most stylish means of travelling on the autobahn in all comfort and safety.
3.405 cc
6 Cylinder
78 PS @ 4.000 rpm
Vmax : 126 km/h
Mercedes-Benz Museum
Mercedesstraße 100
Stuttgart
Deutschland - Germany
December 2013 / July 2014
Our holiday card this year features a New York Central Dreyfuss streamlined Hudson Locomotive barreling past several 1950's-era kids building a snowman. It was created by Doug and Jasper Johnson here at Galaxy 61 studios in December 2013. It is loosely based on several holiday-themed works of the iconic american railroad painter Howard Fogg. This is the anaglyph 3D version.
Building guide for my own Lego creation - 139 parts, size 24.6 x 3.2 x 3.8 in studs.
The model is available here: www.bricklink.com/v3/studio/design.page?idModel=815496.
The inspiration was the American steam locomotive 4-6-2 2906, but I believe that you will see another steam engine in my model :)
Derived from MG designer Syd Enever’s streamlined 1952 Le Mans car, the beautifully sleek and understated body was the equal of anything the Italians had to offer and even made Jaguar’s XK120 (to which it bore a passing resemblance) look lardy by comparison.
Of traditional body-on-frame design, the MGA had a notably rigid structure thanks to a triangulated bulkhead design allied to a massively stiff chassis. The 1,498cc engine initially produced 68bhp but was quickly upgraded to 72bhp and, according to a 1955 road test in ‘The Motor’, gave the car a top speed of 97.8mph with a 0-60 time of 16 seconds and a fuel consumption of 26.7mpg.
A standard model in the range from 1955, the Coupe was available throughout the model's lifetime, in 1500, 1600, Mk II and Twin-Cam forms. Mechanically identical to the open models, Coupe features included wind-up door windows, external door handles, locks and extra brightwork. With direct, vice-free rack-and-pinion steering, plus a great racing pedigree, it's no wonder that the MGA has acquired such a devoted fan club over the years.
Production finally came to an end in 1962 when it was replaced by the softer and rather less inspiring MGB. In total 101,081 MGAs of all types were sold, most in Roadster form and the vast majority to the booming US market with only 5,869 sold in the UK, the lowest percentage of any British car.
Player's Cigarettes "Motor Cars A series" (issued in 1936)
#38 Rover, 14 Streamlined Coupe ~ 1,577cc engine and capable of "nearly" 75mph
Bugatti 1934 streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. Famed for their speed records (one reached 196 km/h in 1937) a total of 88 were built in a variety of configurations, this being one of the luxury "Presidential" type. The car has a total of 16 wheels (see photo later in this group). This is the only Bugatti railcar preserved, having been converted to an inspection vehicle after retirement in 1958, and used in its new role until 1970.
More on the history of the Bugatti railcars can be found here: retours.eu/en/23-autorail-bugatti/#
LMS streamlined Princess Coronation class 8P steam locomotive 6229 "Duchess of Hamilton" (British Railways 46229). York Railfest. Queens Diamond Jubilee Holiday Tuesday 05 June 2012.
The Princess Coronation class locomotives both streamlined and non-streamlined were the finest British steam locomotives ever built.
Unfortunately the view of this locomotive is ruined by the metal barriers which along with many others at the Railfest got in the way of the locomotives and exhibits. These major events should really be designed by photographers and not by consultants and public relation companies who have no idea what they are doing apart from how to make money for themselves.
Photograph copyright: Ian 10B.
Camera: Canon EOS 550D.
The southbound American Freedom Train consisting of many cars is led by Southern Pacific steam locomotive # 4449, of the GS-4 Nothern class, is traveling over the railroad trestle into Bradenton, Florida, 1976. You can plainly see the salt water barnalces on the pilings supporting the trestle. The train has displays of American history, historic documents along with various historical items onboard the display cars. The steam locomotive was built as a semi-streamlined, powerful, modern, 4-8-4, oil burning locomotive by the Lima Locomotive Works during 1941. This locomotive was classified as a Northern type. The train is operating on the Seaboard Coast Line mainline between Tampa, Bradenton and Sarasota. The locomotive was painted in the colors of the American Flag - red, white and blue for ATF service. You can see the Bradenton "Yard Limit" sign partially falling down on a pole located on the right side of the locomotive. A bascule bridge is located a few cars back behind the locomotive tender that is opened for large craft and sailboat clearance.
Ex-LNER A4 streamlined Pacific, 60009 'Union of South Africa' heads the Torbay Express (08:00 Bristol Temple Meads to Kingswear) through Cogload Junction, Taunton on Sunday, 15th July 2018.
Due to a Network Rail restriction on steam locomotives running on full power and the possibility of lineside fires, the A4 is just idling whilst the accompanying Class 66 is doing the work.
The elevated driving position inside the Bugatti 1934 streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. Plexiglass has been installed in place of the original shutters to permit this view of the restored interior.
Famed for their speed records (one reached 196 km/h in 1937) a total of 88 were built in a variety of configurations, this being one of the luxury "Presidential" type. The car has a total of 16 wheels (see photo later in this group). This is the only Bugatti railcar preserved, having been converted to an inspection vehicle after retirement in 1958, and used in its new role until 1970.
More on the history of the Bugatti railcars can be found here: retours.eu/en/23-autorail-bugatti/#
On the right is my early 1930's streamlined 4-8-2 steam locomotive in Brick Railways Systems reddish brown. The engine on the left is my early 1940's 4-8-4 Daylight mixed traffic loco in Southern Pacific War-time black.
The Streamlined Man
"No unnecessary motion
Point to point to point in line
Truth is racing through his emotions
Heart to mind
To heart to mind
The streamlined man"
--from "The Streamlined Man" by Michael Hedges
An artist's wooden mannequin on a shelf under a paper sun.
Day 130 of 365
Copyright 2022 Scott Norris Creative
scottnorrisphotography.com
scott-norris.pixels.com
#photography #mannequin #fineart #minimalist
NYC photo by Samuel H. Gottscho. January 19, 1930
Locomotive designed by Henry Dreyfuss, c. 1938. © Bettmann/Corbis.
Photoshop Composite by Rick Hope 2012
Streamlined - Christmas Special. Tweede kerstdag, een mooie gelegenheid voor een mooi feest, zo aan het eind van 2009. En dat was Streamlined zeker. Een van de laatste en tegelijkertijd beste feestjes van het afgelopen jaar 2009! Met meesterlijke sets van Aly & Fila en mr. Streamlined himself: Leon Bolier. Heerlijke sets van hen beiden die avond, zonder de overige dj's te kort te doen overigens. Het klopte allemaal deze avond/nacht. Ik heb een topnacht beleefd tenminste :) En nagenieten kan ook nog eens een keer. Met de livesets van die avond (live broadcast van Afterhours.fm, thx. guys) en natuurlijk de geweldige yearmix 2009 van Leon! Bijna 4 uur intens (na)genieten! De mooiste tracks van 2009 komen nog een keer langs, meesterlijk gewoon! Thx. Leon! En allemaal de beste wensen voor 2010 natuurlijk. Ik hoop jullie snel weer te zien op een mooi feest!
Laat je op- en aanmerkingen achter op de foto! Ik hoor het graag van jullie! Hiervoor moet je wel eerst een Flickr-account aanmaken. Doodeenvoudig en erg gemakkelijk allemaal! Een free account is helemaal gratis. Hiermee kun je tot 100 MB of 200 foto's per maand plaatsen op Flickr. Een pro-account kost je nog geen 15 Euro per jaar. En je kunt dan onbeperkt foto's uploaden in elk gewenst formaat.
Je foto(s) van Streamlined - Christmas Special nabestellen voor maar 1 Euro? Geef het/de fotonummer(s) door. Stuur een mail naar: dutchpartypics@yahoo.com. Daarna volgen de details en stuur ik je via e-mail de high res. foto(s) zonder logo toe!
© Dutchpartypics | Korsjan Punt 2009. Powered by Nikon D50/D80 DSLR; Nikon AF-S 18 - 105 mm VR, f: 3.5 - 5.6; Nikon AF-S 55 - 200 mm VR, f 4.0 - 5.6; Nikon AF-S 70 - 300 mm, f 4.0 - 5.6; Tamron XR Di 17 - 35 mm, f 2.8 - 4.0; Tamron SP XR DiII 17 - 50 mm f 2.8; Tamron XR Di 28 - 75 mm, f: 2.8; Sigma Super Wide II 24 mm f 2.8; Sigma EX DC-HSM 10 - 20 mm, f 4.0 - 5.6 and Sigma EX DC Macro 105 mm, f 2.8. Flash: Nikon Speedlight SB600 / Sunpak PF30X, incl. omnibounce. Compact: Panasonic Lumix FX500 and Sony Cybershot DSC-H10
NIKON: At the heart of the image! & DUTCHPARTYPICS: Power of Imagination, for Pounding, Vivid Pictures! Make your photos come alive! And... ! Relive your most intense moments, over again!
Preset Style = Streamlined
Format = 6" (Medium)
Format Margin = Small
Format Border = Sm. Rounded
Drawing = Technical Pen
Drawing Weight = Medium
Drawing Detail = Lower
Paint = Natural
Paint Lightness = Auto
Paint Intensity = Normal
Water = Tap Water
Water Edges = Medium
Water Bleed = Minimal
Brush = Natural Detail
Brush Focus = Everything
Brush Spacing = Wide
Paper = Plain
Paper Texture = Medium
Paper Shading = Light
Options Faces = Enhance Faces
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar
Bugatti 1934 streamlined railcar at the Citi du Train (National Railway Museum) in Mulhouse, France. Famed for their speed records (one reached 196 km/h in 1937) a total of 88 were built in a variety of configurations, this being one of the luxury "Presidential" type. As seen in this image, the car has a total of 16 wheels, incorporating a type of resilient tire.
This is the only one of the Bugatti railcars preserved, having been converted to an inspection vehicle after retirement in 1958, and used in its new role until 1970. More on the history of the Bugatti railcars can be found here: retours.eu/en/23-autorail-bugatti/#
DC Transit pre-PCC streamlined streetcar, National Capital Trolley Museum. Part of a 20-car order in 1935, split between Brill and St Louis Car Company. Sadly this car was lost to a carbarn fire at the museum in 2003.
The New York Central K-5b Pacific Class 4-6-2 steam locomotive #4915 with Henry Dreyfuss' streamline design. Originally manufactured in 1926 by the American Locomotive Company (ALCO), no. 4915 and her sister no. 4917 were streamlined in 1936 to lead The New York Central’s most luxurious experience on rails.
This project is my first MOC and has taken about a year and a half to complete with many challenges arising in trying to obtain the beautiful "streamline moderne" styling. Perseverance paid off however and through 1/2 steps, 1/3 steps and even 1/6 steps I have ended with a final version that I hope you all will enjoy.
The model is 8-wide, built to 1:48 scale and is designed to fit all standard lego track geometry. The locomotive is powered by two Power Functions M motors.
Directions to the build can be found here:
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar
Tatra 87 - Streamlined car from Czechoslovakia.
Taken at the recent TRUK (Tatra Register UK) Cotswold Tour using a Praktica MTL5B 35mm film camera.
Historic Tennessee State Office Building on capitol hill in downtown Nashville, Tennessee. The building opened in 1940 and was later renamed the John Sevier State Office Building to honor the state’s first governor.
The Streamlined Classical style building was funded by the Public Works Administration (PWA). It was added to the National Register of Historic Places in 2011 (NRHP No. 11000455 as the Tennessee State Office Building).
With its streamlined styling, low-slung chassis and supercharged engine, the Type 57SC Atalante is one of the most desirable Bugattis. It was personally designed by Jean Bugatti as a two-seater sports coupe and became the rarest of the four different body styles offered by Carrosorie Bugatti. The Atalante body style was an interpretation of the 1935 Aérolithe Coupe, essentially a prototype that reached very limited production in 1936 as the Type 57 Atlantic. This somewhat bizarre car used riveted panels to form a streamlined sports coupe. It’s rumored that Jean Bugatti was influenced by the Mercedes-Benz 500 K Autobahnkurier at the 1934 Frankfurt Auto Show and created the Aérolithe as a response.
As majestic and unusual as the Atlantic was, it wasn’t suitable for series production with its high set doors, fussy construction and split front window. The design was revised into the Atalante which included the Aérolithe’s teardrop shape, but with a flat windshield, a separate trunk area with recessed spare-tire and full-size doors that retained the signature kidney-bean windows.
On the 57S Atalante, Jean used a two-tone paint scheme that accentuated the use of his French curve on the side of the car. Typically, the car was black with an intense highlight color. On some cars, this accent dash extended around the entire cabin.
The basis for this remarkable car was Bugatti's top-of-the-line Type 57S chassis. These were the same type that Jean-Pierre Wimille and Robert Benoist drove to win the 1937 24 Hours of Le Mans. It had a much lower chassis than the preceding Type 57 and also used complex de Ram shock absorbers
. In many ways this was the ultimate Bugatti since no logical successor was ever produced. Some cars came with fitted superchargers, while others were retrofitted with them.
To maintain exclusivity, no two of the Type 57S Atalantes were the same. In detail, each was distinct and some major differences were introduced. For instance, two were made as Roll-Back Coupes with reclining soft-tops. Some of the first had independent headlights while others were sculpted into the body. Most featured skirted rear arches and wire wheels or polished aluminum hubcaps. Some of the more dramatic cars feature lengthened rear fenders. Essentially, where anyone tries to make a rule there is usually an exception.
Type 57SC Chassis
Atalante bodies were manufactured on the complete range of Type 57 chassis. This was Jean Bugatti’s answer to model consolation, replacing the six luxurious and sporting chassis made under his father’s direction. Using the dual-overhead camshaft (DOHC) concept engine from the Type 55 road car, he designed an entirely new chassis.
The first of these were the Type 57 and supercharged 57C both were distinguished by their tall radiator and chassis. They were powered by a new engine with 72mm bore and 100mm stroke, producing 135 bhp at 5,000 rpm. Almost as important, they provided the support for Jean Bugatti’s exceptional bodies which were elegant, with balanced proportions and daring colors.
Later, the chassis was definitively upgraded into the lower Type 57S or Surbaissé version. The main chassis rails of this model were elegant and complex. Towards the center of car, the chassis rails became wider and taller to provide the necessary rigidity. At the rear, the axle passed through the chassis and was supported by reversed quarter-elliptic leaf springs. This allowed for the lowest possible ride height while retaining suspension compliance. Furthermore, the engine clearance dictated a dry-sump lubrication was needed that used a 20-liter external reservoir.
Outwardly, the Type 57S chassis was distinguished by its ovoid radiator that formed a deep vee. Other chassis details included self-adjusting DeRam hydraulic shock absorbers on both the front and rear axles. Furthermore, the engine was not a stressed member of the chassis anymore, instead being mounted with rubber bushings.
As the ultimate Atalante, the Type 57SC had both this lower chassis and supercharged engine. It was distinguished by its 4–5 psi supercharger that helped the 3.3-liter engine produce 170 bhp. This Roots unit was mounted at the rear of the engine and driven directly from the camshaft. Versions of this engine went on to win the best races including the 24 Hours of Le Mans.
With such a capable chassis, the Type 57SC has been described as the world’s first supercar