View allAll Photos Tagged streamlined
Streamlined Coronation 4-6-2 6221 Queen Elizabeth heads the Coronation Scot on Camden bank just a mile or so into its 400 mile journey to Glasgow in 1938
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:
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).
Streamlined design and uncompromising fit. Motion+, with its great versability in sports, will make you go faster and harder.
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
The Pioneer Zephyr streamlined, articulated diesel trainset dating from 1934, on exhibit in Chicago's Museum of Science and Industry. This groundbreaking transportation system served the Chicago, Burlington & Quincy Railroad for 26 years, until it was donated to the museum in 1960.
Preset Style = Streamlined
Format = 10" (Giant)
Format Margin = None
Format Border = Straight
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
Borrowed from the HAMB this is very similar to the 1931 Streamlined Racer built by Longbridge. The car reached nearly 110 mph. average at Montlhery near Paris, driven by Mrs. Gwenda Stewart to 4 speed records.
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:
This Art Deco-styled 4-6-4 steam loco is to be numbered 5448 and is mostly modeled after a real, long-scrapped New York Central engine. The passenger cars are slightly based off the Santa Fe Super Chief LEGO sets from 2002.
Note: As some of you might be able to guess, this loco was inspired by pictures of Anthony Sava's original streamlined Hudson locomotive from 2007... no instructions were used to build this engine. See it here: www.flickr.com/photos/savatheaggie/1338258406/in/album-72...
The Duchess of Hamilton, with the original streamlining restored, at the 2012 Railfest as two Virgin Balloons pass overhead.
The streamlined Dolphin dress in Anaconda print with asymmetrical hem and solitary godet, (or dorsal fin in this instance). <3 Sajeela
Dolphin | Anaconda.
www.wildsugarbysajeela.com.au/dolphin
Designer: Sajeela Jamie.
Model: Chloe Hadley.
Photographer: Junaid Mark Photographer​
Body by Lancefield Coachworks of London. "Whisky canteens in both quarters, and tables and smoker's companions built into the backs of both front seats."
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.
An enjoyable and mammoth nine hours spent on the East Coast Mainline today, in excellent company and with a huge variety of rolling stock. The main attraction being the 'Gresley' Class A4 Pacific Streamlined 4-6-2 locomotive. This is actually 60019 'Bittern' in disguise, re-painted in the LNER blue, and named 'Dominion Of New Zealand'. As well as this, she is carrying a second tender, which apparently belongs to 4472 'Flying Scotsman'.
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
LMS Princess Coronation Class no:6229 Duchess of Hamilton seen at the National Railway Museum in York on 9th September 2009. In September 2005 the National Railway Museum announced that the streamlining would be re-instated, returning the locomotive to its original appearance. This work was undertaken at Tyseley Locomotive Works and on 18 May 2009 it was returned to the National Railway Museum, going on display in a new exhibition called "Duchess of Hamilton Streamlined: Styling An Era". The locomotive is currently on display next to a 1933 Chrysler Airflow.
.
Lincoln Zephyr (1937)
* Designer: John Tjaarda
* Displacement: 4380 cc
* Power: 110 CV
* Top-speed: 130 km/h
Henry Ford's sun Edsel, who was in charge of the company's LINCOLN division, was the first to introduce a marketable, mass-produced streamlined automobile: the 1936 Lincoln Zephyr.
Sweeping the market like a storm, the aerodynamic design suddenly turned into an international fashion trend.
Zeithaus Museum
Autostadt Wolfsburg
17 February 2014
Nikon D90/AF Nikkor 1:3.5-4.5 28-105 mm
Down to 156 parts left to go for my streamlined New York Central 4-6-4. This means I've got less than a quarter of the 680 parts I started with remaining. If you look at this photo from Dec. 28th, you can really see all the progress I've made in just fifteen days: www.flickr.com/photos/55973205@N08/53427258639/in/datepos...
A streamlined recipe for quick and easy preparation (about 20 minutes total). Serves 1, but easily scaled up.
Ingredients:
1/4 lb penne pasta
14 oz can diced tomatoes
1/2 tsp minced garlic
1 1/3 tbsp olive oil
1 tbsp vodka
2 tbsp heavy cream
salt, pepper, red pepper flakes
chopped parsley and basil leaves
parmesan cheese
1. Boil water for the pasta. Heat the oil in a pan on medium heat. Drain the tomatoes.
2. Add the garlic to the pan and cook for about a minute. Add the vodka and allow about half to boil off, then add the tomatoes. Add salt, pepper, and red pepper flakes to taste.
3. Start boiling the pasta. Allow the sauce to simmer while the pasta is cooking.
4. When the pasta is al dente, drain and add to pan. Add the cream and stir over high heat for about two minutes. Add the parsley and basil, and toss. Serve with grated parmesan.
....side by side at the National Railway Museum, York, on Saturday 21st July 2018.
At the end of September 1935 the London & North Eastern Railway began running what it claimed to be "Britain's First Streamline Train" - "The Silver Jubilee" - between Newcastle and London. It was hauled by A4 class locos, as seen on the right.
The London Midland & Scottish Railway responded with a publicity run of "The Coronation Scot" on Tuesday 29th June 1937, hauled by the initial Coronation class loco (the one on the left is sister "Duchess of Hamilton"). A maximum speed of 114 mph was claimed before a full application of the vacuum brake at the 156 mile post resulted in a hair raising arrival at Crewe two miles later. I think that was the end of speed record attempts on the LMS!
The LNER finally claimed the record when "Mallard" (on the right) maintained a speed of between 123mph and 126mph for nearly two miles during tests on Sunday 3rd July 1938.
P1040727 adj 1
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/#
How do they know to retract and fold up their (swim)feet and keep them in line with their streamlined bodies to reduce drag when flying ?
How do they know that a V-formation is best for them to reduce aerodynamical drag ?
They (birds of passage, geese, storks, pelicans, swans etc.) only fly like that during long distances.
If these birds fly short distances in a group of families, they fly all over the place, and don,t care about their feet or flight formation.
It all has to do with the fact that somewhere in the grey past migrating birds found out that they could fly longer and more easily, using the vortex their frontman created by his downwards wingflap.
Imagine the sinusoid that this vortex creates, on a line-time base behind the first bird.
When that first bird flaps a wing downwards, it compresses the air underneath it, keeping the bird in flight.
But that air (being a gas) wants to recover its former state, and expands again, filling up the relative void it just left behind, forced by the airmasses underneath it that act like a "ground".
That is a dynamic proces on a stationary spot.
But the second bird flies through that stationary spot where this dynamic expanding of air is taking place and benefits from the upgoing air particals hitting the underside of its downgoing wing.
This system can only work for the second (and third, and fourth etc.) bird if he or she keeps a precise distance wherein this natural fenomenon (restoration of the static gas pressure) is taking place.
For a good understanding, you will have to appreciate, that all of this takes place as a dynamic situation on a static place in the air, where the second bird flies through.
Come to think of it, it even should matter if this process happens in weather with a high pressure field or a low pressure field.
At least theoretically, they would have to fly closer to each other under high pressure weather conditions.
And don't forget that the birds themselves are subject to their frontal area, and that their air resistance depends upon the square of their velocity.
And yes, their downwards stroke is more effective because of the thicker air, but there is a (more streamlined, and the wing feathers open up) upgoing stroke as well, in that same air.
It will cost them more energy, so they fly shorter before having to eat again. (but having covered more land)
They inhale the oxygen more easily that gives them power because of the higher airpressure, but exhaling costs extra energy in the thicker air.
The list of variables is endless, but maybe, in the end, everything equals out to zero . .
Or does it ?
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
Streamlined LMS Princess Coronation Class 8P Pacific 4-6-2 No. 6229 "Duchess of Hamilton" stands in the South Yard at the National Railway Museum's 'Railfest' Event at York on 10th June 2012 and is passed by GWR City Class 4-4-0 No. 3717 'City of Truro', heading the return journey of the "Free Passenger Shuttle".
Streamlined body of the Swedish Saab 93B.
SAAB made cars from 1947 - 2011.
Specifications:
Manufacturer: SAAB, Trollhattan, Sweden
Engine: 748cc, 3 cylinder, 2-stroke
Transmission: 3 speed with freewheel
Power: 33 hp
Top speed: 115 km/h
Weight: 810 kg
Another study of John Cameron's LNER A4 Pacific waiting to move off and to get sorted for the return journey over the West Coast Main Line.
I decided to give this one a vignette too
Copyright Jordan Mossom, no unauthorised use...
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