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This is Torque Steinlager. Fearless Laird and Baron of Garheim. He is Laird of Castle Steinlager and Baron of the village of Alle and the town of Bern. His business is import (wood and finished goods) and export (coal, fish, etc) along with military support to the Jarl as needed. Natural enemies are the mountain trolls, he is neutral with the snow elves and friends with the Lenfeld to the South. As long as they don't cross him in a deal.
An evening shot after a busy day. My torque wrench was in use at the weekend, as I tinkered with the Subaru. I've decided that the misfire is due it running lean - all the spark plugs were more white than "biscuit" coloured. Reason unknown, but possibly something failing in the fuel system (pump/filter/pressure regulator)
Glauberg, Germany.
About 400 BC
The torque was found in a grave beside which stood the statue of the warrior.
Figural and ornamental elements are suspended from the right, which also shows ten masks. The particularly striking feature is the three conical studs similar to those worn by the statue. They might all depict the same deceased.
Kunst der Kelten, Historisches Museum Bern.
Art of the Celts, Historic Museum of Bern.
FUJIFILM NEOPAN ACROS 100
OLYMPUS OM-2N
OLYMPUS ZUIKO 28mm f 2.8
Revelado y escaneado:
Glauca Photo (Madrid)
Flipped and destroyed 1962 Ford Fairlane, abandoned under Lenticular clouds at Dunmovin, a wide spot on on California's remote Highway 395.
Night, 2 minute exposure, full moon, lime and red-gelled strobe flash, red-gelled LED flashlight.
Reprocessed and replaced, January 2024.
Kenworth introduces a new 40-inch sleeper for the Kenworth T880. Kenworth’s 40-inch sleeper is designed for vocational applications that use straight trucks, such as petroleum haulers or the tow industry, and for tractors hauling flatbeds, lowboys or other trailers where length and weight may come into play. The T880 now offers vocational customers three excellent sleepers to best meet their needs and applications. In 2016, the T880 is available with the recently announced PACCAR MX-11 engine rated from 355 to 430-hp and from 1,250 to 1,550 lb-ft of torque.
Mix together a ½ ton Pickup truck, Baja Racer, sportscar, and family car and you pretty much get the Ford F150 Raptor. I’m not sure who originally came up with the idea, but it has proven popular since its introduction in 2010. The second generation P552 Raptor shown here was introduced as a 2017 model. Gone was the previous V8 engine, replaced by a 450 PS version of the 3.5 GTDi EcoBoost V6 – a group of technologies including direct fuel injection and turbocharging, punching out 591 lb.ft (691 Nm) of torque.
Putting all this power to the ground is a 10-speed automatic transmission, dual-ratio electronic transfer case and AWD with locking front and rear axles. Ford has developed an advanced chassis control technology system that selects ratios, throttle maps, transfer case torque distribution and brake and stability program settings to maximise performance of a large number of different terrains, including tarmac. The goal – to be the fastest pickup truck over any and every track and surface.
As well as all the power and chassis drivetrain technologies, Ford added wider front and rear track, long travel suspension, FOX brand shock absorbers and larger 33 inch tires. Brand imaging for the original 2010 Raptor included a bright orange truck jumping in the air – no doubt accompanied by a bellowing V8 roar. Many YouTube videos show customers attempting to repeat the feat, sometimes heading home in an ambulance, and the car heading back on a flatbed truck. Although capable, driving any vehicle in this manner is not recommended for one’s long term health.
Many Raptor customers buy two cars, one, stock for the road, with a modified trailered 2nd car for offroad racing events such as the Baja series in the US south west.
This Lego miniland-scale 2017 Ford P552 F150 Raptor has been created for Flickr LUGNuts' 116th Build Challenge, - "Pickups and Vans", - a challenge to build pickups and vans.
A Sauber F1 car approaches the start-finish straight with the Singapore Flyer looming overhead, at the Singapore Grand Prix 2014, Singapore.
16 years in the making, Everspin just unveiled the first spin-torque MRAM, a contender for a new generation of memory chip technology.
Our original investment thesis for novel memory technologies (like Coatue/AMD, Nantero and Everspin) was a sense that Moore’s Law would begin to bifurcate, where technical advances in memory precede logic by several years. In the next few years, radical advances in memory density and performance will be needed to relieve the performance bottleneck in corporate computing.
These new technologies are non-volatile rad-hard memories that should be faster, smaller, cooler, cheaper and more reliable than the SRAM and DRAM kludge.
Background: Memory advances are becoming increasingly important to further advances in computing and computation. The mention of Moore’s Law conjures up images of speedy Intel microprocessors. Logic chips used to be mostly made of logic gates, but today’s microprocessors, network processors, FPGAs, DSPs and other “systems on a chip” are mostly memory. But they are still built in fabs that were optimized for logic, not memory.
The IC market can be broadly segmented into memory and logic chips. The ITRS estimates that 90% of all logic chip area is actually memory. Coupled with the standalone memory business, we are entering an era for complex chips where almost all transistors manufactured are memory, not logic.
Back in 2005 I was truck by the details of Intel’s Montecito processor. They had to add more error-correction-code memory bits (now over 2 bits per byte) to deal with the growing problem of soft errors (alpha particles from radioactive decay and cosmic rays from space flipping a bit as the transistors get very small). According to Intel, of the 1.72 billion transistors on the chip, 1.66 billion are memory and 0.06 billion are logic.
Why the trend to memory-saturated designs? Intel’s primary design enhancement from the prior Itanium processor was to “relieve the memory bottleneck.” For enterprise workloads, Itanium executes 15% of the time and stalls 85% of the time waiting for main memory. When the processor lacks the needed data in the on-chip cache, it has to take a long time penalty to access the off-chip DRAM. Power and cost are also improved to the extent that more can be integrated on chip.
Who should care about this? A large and growing set of industries depends on continued exponential cost declines in computational power and storage density. Moore’s Law drives electronics, communications and computers and has become a primary driver in drug discovery and bioinformatics, medical imaging and diagnostics. Over time, the lab sciences become information sciences, and then the speed of iterative simulations accelerates the pace of progress.
Intel is right: "Compute must evolve"
More on the big picture version of Moore's Law.
News on Spin-Torque MRAM: VentureBeat and Electronic Design.
P.S. we have a conference room at work dedicated to MRAM 1.0, aka core memory.
On the left is the torque setup with a 1:1 gear ratio. On the right is the speed setup with a 5:3 gear ratio.
Model "US Truck T1 MkII" is build with LEGO® in scale 1:17,5 and motorized using LEGO® Power Functions. It is not build after a specific brand or type of truck. This build represents the more aerodynamic US truck models like for example the Freightliner Cascadia.
The truck features: solid axle suspension on all axles, PF powered driving with power transmitted independently to both rear axles, Ackerman geometry on steering axle, Servo powered steering, fully functional fifth wheel, modeled engine, detailed cabin interior and 3 light units.
Also can you build it yourself. To do so you can buy the building instructions and check the inventory/parts lists!.
The original build of this model is in Red, but maybe you prefer to build it in a different colors. So here are the different colors this model could be build in. Please feel free to change even more if you want to, but be aware of availability of the needed parts. I checked these color schemes and parts can be found as easy as with the original Red color scheme.
The LEGO® Power Functions® Servo is used to enable the steering. Aligned with the trucks chassis the Servo is sitting inside of the cabin right behind the modeled engine in between both seats. With a 90 degrees conversion the motion of the Servo is transferred to the steering axle.
This truck model is powered by a CAT® CT15 which is revealed with the hood opened and its yellow color makes is an eye catcher. This power source is an inline 6 cylinder engine with a displacement of 15.21L. With a horsepower range from 450 up to 550 HP and this engine has a torque range from 1550 to 1850 lb-ft. (1202 - 2508 Nm) at 1200 rpm peak torque.
The modeled engine is a small object that really improves the realism of this model. The engine is very nice to build and to give it those realistic looks a total number of about 120 parts is used. Engine is detailed with for example engine oil dipstick, fan, fan belt, pulleys, hoses, oil filters including by-pass oil filter, turbo, exhaust manifold and so on. Together with much more engine bay details which are added the looks are phenomenal. These include break fluid reservoir, windshield washer container, internal air cleaner system and steering shaft.
A lot of detail is added to the cabin's interior as well in the colors Tan and Dark Bluish Gray. By opening this model’s doors one can access the cabin. Openable doors give the model very realistic looks and makes the detailed interior visible. The interior's colors really standout because of the rather dark color scheme of the truck's body work.
Dark Bluish Gray is used for both the interior and the exterior in order to link both color palettes. For the driver's comfort the interior has gauges, switches, speakers, cup holders, comfortable seats. Other details are a glove compartment, more compartments in both doors, angled dash and gauge panel, a steering wheel and a gear shift.
A very nicely restored pair of ERF 'B' series tractor units with Gardner 240 and Rolls Royce 265L engines.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Following good performance from the pioneering diesel-hydraulic locomotive the DB Class V 80, the Deutsche Bundesbahn planned in 1953 to build several types of new diesel locomotive, primarily to replace steam powered locomotives.These were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, the heavy DB Class V 200, for express passenger trains, and the universal V 160 for both freight and passenger work on the main network.
The new V 160 class was a central piece in this line-up, because it would replace important steam-powered engines such as the BR 03, BR 23, BR 38.10 (former Prussian P 8 class), BR 39 (ex P 10), BR 50, BR 57 (ex G 10) and BR 78 (ex T 18). Steam heating for passenger coaches was necessary, and a top speed of 120 km/h was specified. Initially, a 1,600 hp powerplant, consisting of two engines of the same type as in the light V 80 was planned, the first newly developed diesel locomotive built for main line service by the Deutsche Bundesbahn (but only built in 10 examples). This dual engine arrangement had already been successfully introduced in the heavy V 200, which was initially powered by two 1,000 hp diesel engines. However, it was soon realized, that, if a single, high-powered engine could be used, weight, complexity and therefore maintenance and other costs would be considerably reduced. The V 160’s design was modified accordingly and a single MTU V16 four-stroke diesel engine was chosen. Both two-axle bogies were powered via drive shafts from a two speed hydraulic drive from Voith, which offered a compromise between the requested high speed for light passenger trains and the alternative reduced second gear with lower top speed, but much higher torque, for freight train service. Gears could only be switched when the locomotive was standing still, though.
In the spring of 1956, V 160 development began at Krupp. Welded steel components along with other lightweight materials were used to keep the axle load well below 20t, so that the V 160 could be safely operated on secondary lines. However, in the main production series of locomotives, some of the lighter weight welded construction was abandoned in favor of less expensively produced components - leading to an increase in axle weight from ~18.5 to ~20t, which was still acceptable but lowered overall production costs. This was furthermore not regarded as a major problem since the DB perspectively started to abandon branch lines, switching to more economical diesel multiple units or giving them up altogether towards the Seventies.
The first V 160 unit was delivered on 6 August 1960, with eight more following by 1962 from both Krupp and Henschel. These prototype units, due to their rounded, “busty” front end, were later to become unusual amongst the entire V 160 family and earned them the nickname “Lollo” (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, was manufactured by Henschel in 1963 and the first to feature the serial locomotives’ angled front end, which was inspired by the design of the super-heavy V 320 Henschel prototype.
Despite the single main engine, the V 160 was still a complex locomotive. In addition to the main engine, the V 160 featured a small, independent auxiliary diesel engine, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compressor for the brakes. The steam heating apparatus, sourced from Hagenuk and powered by fuel oil, took up one end of the locomotive, between the engine and drivers cabin. It had the capacity to satisfactorily heat 10 coaches when the outside temperature was -10°C. For passenger train service, most V 160 locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36 pin control cable and respective sockets on the locomotives front ends.
The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. The first V 160/216 locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working, the locomotives were sometimes found in the middle of the train - which facilitated easier separation of carriages en route.
By the time the 156th example was under completion, the Deutsche Bundesbahn changed its numbering system. From then on, the V 160 class were re-designated as Class (Baureihe = BR) 216, with the individual unit numbering continuing as before. Over the next decade, because of changing requirements – mostly in terms of increased power, speed as well as the requirement for electrical passenger heating – a number of related classes sprang up, the BR 210, 215, 217, 218 and 219. Although some were a little longer and carried additional components (e.g. an auxiliary jet engine), all of them were essentially based on the original V 160 and more than 800 machines of all types were eventually built.
Since the 1990s, the Bundesbahn’s BR 216 locomotives scope of work started to shift more on freight than on passenger trains because of the lack of steam-heated passenger stock. From 2000 onwards, the Deutsche Bahn AG’s BR 216 fleet was phased out, with the last locomotive being decommissioned in 2004.
Several locomotives were sold to private operators like rail construction companies and remained in frequent use, and some retired BR 216s were re-built and offered for sale, too. The first in the series of rebuilt Class 216s was called type “DH 1504” and created in 1998 by the firm 'On Rail'. Despite only little external changes, the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The original V16 diesel engine with 1,370 kW (1.900 hp), was replaced with a lighter but more powerful 1500 kW (2,085 hp) V12 four-stroke diesel engine, also from MTU. On customer demand, a new electric Webasto heating system could be installed instead of the original steam heating system, making the DH 1504 capable of operating modern passenger trains, and for this purpose the units were also fitted for multiple working as well as for remote control operation (e.g. for shunting). Another option was additional ballast, so that the axle load could be kept at 20 tons for better traction. Otherwise, 18 t axle load was standard for the revamped DH 1504.
Since 1998, 6 of these locomotives were re-built for private operators in Germany. By late 2019, three DH 1504 locomotives were in the use of the Osthannoversche Eisenbahnen (OHE), two work for the Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB). However, the biggest sales success for OnRail’s modernized BR 216 was the export to Poland, where the PKP (Polskie Koleje Państwowe, Polish State Railways). After its privatization in 2001, the PKP was looking for a low-cost replacement for its last ST-43 Class diesel electric freight locomotives of Romanian origin, which dated back to the 1960ies. Twenty DH 1504 locomotives for mixed duties were built by OnRail between 2001 and 2005 and entered PKP service as Class SU-29 (spalinowa uniwersalna = mixed-traffic diesel locomotive with hydraulic transmission and multiple-unit control). Their initial primary field of duty was the cross-border freight traffic on the east-west relation on the PKP “Polskie line Kolejowe”, the so-called “Niederschlesische Gütermagistrale”. Since 2005, this route had been expanded, electrified and became double-railed, so that the SU-29s gradually took over more and more passenger train duties on non-electrified major lines. The SU-29 machines are expected to remain in PKP service beyond 2030.
General characteristics:
Gauge: 1,435 mm (4 ft 8½ in) standard gauge
UIC axle arrangement: B´B´
Overall length: 16,800 mm (52 ft 57⁄8 in)
Pivot distance: 8,600 mm
Bogie distance: 2,800 mm
Wheel diameter (when new): 1000 mm
Fuel supply: 3,800 l
Service weight: 80 t
Engine:
MTU 4000R20 V12diesel engine with 1500 kW (2,085 hp) at 1,800 RPM
Gearbox:
Voith L821rs 2-speed gearbox
Performance:
Maximum speed: 120 km/h (75 mph) or 80 km/h (50 mph)
Torque: 235,2 kN
The kit and its assembly:
Well, this is a rather unusual what-if “build”, since this not a model kit as such but rather the conversion of a readymade H0 gauge model railway locomotive for the “Back into service” group build at whatifmodelers.com in late 2019.
The inspiration was not original, though: some time ago I stumbled across a gift set from the former East-German manufacturer Piko, apparently for the Polish market. It contained a set of double deck passenger wagons, and a (highly simplified, toy-like) German BR 216 in PKP markings. It was called SU-29 and carried a very crude and garish green livery with yellow front ends – inspired by real world PKP diesel locomotives, but… wrong. I found this so bizarre that it stuck in my mind. When I dug a little further, my surprise even grew when I found out that there were other national adaptations of this simple Piko BR 216 (e .g. for Denmark) and that Piko’s competitor Roco offered a similar BR 215 in PKP colors, too! This time, the fictional locomotive was designated SU-47 (which cannot be since this would indicate a locomotive with electric power transmission – poor job!), and it also wore a bright green livery with yellow front markings. Bizarre… And the PKP does NOT operate any BR 216 at all?!
However, with the GB topic in mind, I decided to create my own interpretation of this interesting topic – apparently, there’s a market for whiffy model locomotives? The basis became a 2nd hand Märklin 3075 (a BR 216 in the original red DB livery), not a big investment since this is a very common item.
In order to easy painting, the locomotive was disassembled into its major sections and the body stripped of any paint in a one-week bath in oven cleaner foam, a very mild and effective method.
The heavy metal chassis was not modified, it just received a visual update (see below).
The upper body underwent some cosmetic surgery, though, but nothing dramatic or structural, since the DH 1504 described above only differs in minor external details from the original BR 216. I decided to modify the front ends, especially the lights: Locomotives in PKP service tend to have VERY large lamps, and I tried to incorporate this characteristic feature through masks that were added over the original light conductors, scratched from styrene tube material.
In the course of this facial surgery, the molded handles at the lower front corners were lost. They were later replaced with three-dimensional silver wire, mounted into small holes that were drilled into the hull at the appropriate positions. Fiddly stuff, but I think the effort was worth it.
The original vent grills between the lower lamps were sanded away and covers for the multiple working cable adapters on the front ends added – scratched with small styrene profile bits.
For a cleaner, modern look, I removed the original decorative aluminum profile frame around the upper row of cooling louvers. The roof was modified, too: beyond the bigger headlight fairing, the exhaust for the auxiliary diesel engine was removed, as well as the chimney for the old steam heating system. The diesel engine’s exhaust pipes were lengthened (inspired by similar devices carried by DB BR 218), so that the fumes would be deviated away from the locomotive’s hull and the following wagons. Horns and a blade antenna for each driver’s cabin were added, too.
Painting and markings:
Both Piko and Roco V 160s in PKP markings look garish – righteously, though, since PKP locomotives used to carry for many years very striking colors, primarily a dark green body with a light green/teal contrast area on the flanks and yellow quick recognition front markings. However, I did not find any of the two model designs convincing, since they rather looked like a simple toy (Piko) or just wrong (Roco, with a surreal grass green contrast tone instead of the pale teal).
I rather went for something inspired by real world locomotives, like the PKP’s SU- and SP-45s. The basic design is an upper body with a dark green base (Humbrol 76, Uniform Green) and a pale green-grey area around the upper row of louvres (an individual mix of Humbrol 96 and 78). The kink under the front windows was used for waterline reference, the front section under the windows (in the dark green base) was painted in bright yellow (Humbrol 69) as a high-viz contrast, a typical feature of PKP locomotives. The chassis received a grey-green frame (somewhat visually stretching the locomotive) with bright red (Humbrol 19) headstocks, a nice color contrast to the green body and the yellow bib.
Silver 1.5mm decal stripes (TL Modellbau) were used to create a thin cheatline along and around the whole lower section. At some time I considered another cheatline between the light and dark green, but eventually ignored this idea because it would have looked too retro. The locomotive’s roof became medium grey (Revell 47).
The running gear and the tanks between the bogies were painted in very dark grey (Humbrol 67, similar to the original DB livery in RAL 7021) and weathered with a light black ink wash, some thinned Burnt Umbra (simulating dust and rust) plus some light dry-brushing with dark grey that emphasized the surface details. This used look was also taken to the upper body of the locomotive with watercolours (Grey, Black and some Sienna and Burnt Umbra) for a more natural look of daily service – rather subtle, and I emphasized the louvres, esp. on the light background, where they tended to disappear.
Individual markings consist of single decal letters in silver and white in various sizes (also TL Modellbau) for the locomotive’s registration code as well as of H0 scale catenary warnings from Nothaft Hobbybedarf, plus some generic stencils from various model decal sheets (incl. Cyrillic stencils from an 1:72 MiG-21 decal sheet…).
For a uniform finish I gave the locomotive an overall coat of matt acrylic varnish from the rattle can – it still has a slightly sheen finish and matches well the look of Märklin’s standard rolling stock.
A different kind of what-if project, but this has not been my first H0 scale locomotive conversion. The fictional PKP SU-29 looks a bit weird, with the garish paint scheme and the oversized headlights, but this strangeness makes this model IMHO quite convincing. The model is fully functional, even the light works well in the enlarged headlight fairings. Maybe I’ll sell it, since I do not have the appropriate model railway set at hand to effectively use it (which is also the reason for the rather limited scope of pictures of the finished item). And I am curious what people might be willing to pay for such a unique, fictional item?
Looking towards Cathedral Square October 27, 2013, New Zealand.
Cathedral Square, locally known simply as the Square, is the geographical centre and heart of Christchurch, New Zealand, where the city's Anglican cathedral, ChristChurch Cathedral is located. The square stands at the theoretical crossing of the city's two main orthogonal streets, Colombo Street and Worcester Street, though in practice both have been either blocked off or detoured around the square itself. The Cathedral has been badly damaged in the February 2011 Christchurch earthquake.
he square is the city's main meeting place for people taking a break from their work, or just visiting the city, and is a regular site of street performers and speakers of all varieties. Until recent years, the most well-known of these was The Wizard of New Zealand.
Since the year 2000, The Chalice, a large piece of modern sculpture in the form of an inverted cone, has stood in the square subverting the shape of the spire that rises above the cathedral. The Chalice, designed by prominent New Zealand artist Neil Dawson, is made up of forty-two leaf patterns featuring different native plants.
Taken from and for more info: en.wikipedia.org/wiki/Cathedral_Square,_Christchurch