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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.
Steering column detail of an AMC vehicle.
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Finally in my Ranks with a touch of my own. Torque has made it to my Dreadnok Gang.
Originally Guiltridden's creation then ScarViper put his swing on him. Torque is a cool looking Nok I just had to make for my self.
A Genuine Example of One of the Eleven 1971 Hemi ‘Cuda Convertibles
500+hp, 425hp rated, 426 cu. in. vee eight-cylinder engine, dual four-barrel carburetors, four-speed manual transmission, Hurst pistol grip shifter, independent front suspension with torsion bars, live axle rear suspension with semi-elliptical leaf springs, front disc, rear drum power assisted hydraulic brakes. Wheelbase: 108"
Three times Chrysler Corporation has relied upon the Hemi to transform its products and image from dull to sparkling, and three times the Hemi has delivered. In an American car market that has been characterized by glitz, fins and bulk, the technical sophistication of Chrysler’s hemispherical combustion chamber V8 engine has been a refreshing demonstration of the appeal of elegant, thoughtful engineering.
In the late 60’s and early 70’s it also acquired a bad boy image of politically incorrect power and performance, establishing a mythical presence that has made the Hemi a legend.
Hemi History
During development work on World War II aircraft engines, Chrysler’s engineers had seen firsthand the potential for hemispherical combustion chamber engines. In addition to the thermal efficiency of the hemi chamber’s low surface area and its low-restriction cross-flow porting, the angle between the valves ideally disposed the ports for efficient breathing in a
vee-layout engine.
Chrysler was the ideal company to pursue the hemispherical combustion chamber V8. It had a longstanding tradition of investigating, developing and perfecting advanced engineering ideas. Unlike its major competitors, Chrysler had neither overhead valve nor vee-configuration engine history, and thus no preconceived notions of how it should be done. Its engine designers could – and did – explore every conceivable engine idea. Their research showed that the hemispherical combustion chamber not only gave better performance than a comparable wedge-chamber head but also tolerated appreciably higher compression ratios.
The hemispherical head V8 was introduced in the Chrysler line in 1951. With 331 cubic inches displacement in a short stroke oversquare design, Chrysler’s FirePower V8 delivered 180 horsepower at 4,000 rpm and 312 lb-ft torque at 2,000 rpm. The performance potential of the Hemi was quickly recognized, most famously with the Chrysler C300 and its successors, which set the pace both on the highway and on NASCAR’s speedways. By 1958, however, manufacturing economics swung the pendulum in favor of the wedge-chamber V8s. The Hemi was phased out in 1959 … but not for long.
In the early 60s the 413 and 426 Wedge engines were dominant in drag racing but lacked the continuous high rpm performance needed on NASCAR’s speedways. Dodge and Plymouth were being trounced, a situation that couldn’t be allowed to stand. Faced with a need to develop a high performance, free-breathing engine quickly, Chrysler’s engineers turned to the solution they already knew worked, the Hemi. They stuck with the overall dimensions of the Raised Block 426 Wedge so existing fixturing and machining setups could be employed and maintained the original Hemi’s dual rocker shafts and 58° valve included angle. To adapt the Hemi head to the Raised Block engine, the ingenious Chrysler engineers rotated the combustion chamber toward the engine’s centerline about 8 1/2°.
Completed and delivered to the track just days before the 1964 Daytona 500’s green flag, the 426 Hemis proved to be invincible, sweeping the top three places in NASCAR’s most important race.
Production of the second generation Hemi ended after the 1971 model year as emission restrictions and insurance surcharges gave horsepower, which had never been entirely socially acceptable, a distinctly antisocial taint. Chrysler would twice more resurrect the Hemi, however, first as a crate engine program for hot rodders and later as a third generation production engine that brought DaimlerChrysler back to the forefront of performance at the beginning of the 21st century. Like some other forms of antisocial behavior, horsepower has proven to be addictive.
The Hemi ‘Cuda
Of all the Street Hemis built, the most famous, attractive and desirable are the 1970-1971 E-body Plymouth ‘Cudas, combining the visceral delight of the Hemi’s power and torque with the ‘Cuda’s lightweight, streamlined and refined 2+2 platform.
The first Barracuda was introduced in 1964 and in the late 60’s Chrysler engineering and Hurst performance shoehorned Race Hemi engines into the Barracuda’s engine compartment for NHRA drag racing. Seventy-five were built, sold and successfully campaigned around the country. When the Barracuda was redesigned for the 1970 model year the engine compartment was made large enough for the legendary 425 horsepower 426 cubic inch Street Hemi.
The Plymouth Barracuda was the cleanest, most refined and elegant of all the pony car designs. Distinguished by its wide grille, long, flat hood, short rear deck and ominously raised rear fenders – deliberately shaped like the haunches of an animal crouching before a leap – the appearance of the ‘Cuda left no doubt that this was a serious performance car.
Hemi-powered ‘Cudas are surpassingly rare. Built for only two years, 1970 and 1971, their low production numbers reflect the undeniable fact that the combination of the ‘Cuda platform and the Street Hemi engine was irrationally fast. It also was expensive: $871.45 in 1970 and $883.90 in 1971, a prohibitive 70% more than the 390 horsepower 440 Six Barrel.
A Hemi ‘Cuda was not for the faint of heart nor for the cautious of pocketbook. Buying one took serious commitment, backed up by an ample budget. In 1971 there were only 119 souls brave and prosperous enough to make the commitment to check off E74, the Street Hemi’s order code, on the ‘Cuda order form.
• 108 of them ordered hardtops
• Only eleven stepped up for the top-of-the-line ‘Cuda convertible powered by the 426 cubic inch, 425 horsepower dual quad Street Hemi.
• Only three of those were confident enough of their driving skills to opt for the Hurst pistol grip shifted four-speed manual transmission.
• Only two of those were delivered in the U.S.
• Both U.S.-delivered ’71 Hemi ‘Cuda convertibles were B5 Blue with
matching interiors.
That’s only three, in all the world, that combined the Street Hemi engine with the ‘Cuda convertible body and 4-speed transmission in 1971. One of them is the car offered here, BS27R1B269588, the only one with white soft top and elastomeric front bumper cover.
The “Mountain Mopar” Hemi ‘Cuda Convertible
Built in February of 1971, this Plymouth Hemi ‘Cuda convertible’s first owner, Ronald Ambach, lived in St. Louis, Missouri. He owned it only until the fall, accumulating the car’s only street miles, before selling it to its next owner, Nick Masciarelli, in Ohio. He decided to take the Hemi ‘Cuda Stock Eliminator drag racing and turned to renowned Detroit-area engine builder Tom Tignanelli for a hot Hemi V8. The new owner was in a hurry, and the quickest way to meet his request was to swap the original engine for a fresh race-prepared Tignanelli Hemi.
In May of 1973, the Hemi ‘Cuda convertible was sold to John Book and partner John Oliverio in West Virginia who raced it in East Coast and Mid-Atlantic events during 1973 and 1974. Its dramatic appearance, complete with gold-leaf “Mountain Mopar” identification, is documented in several period photos in the car’s documentation file.
Fortunately for today’s collectors, the “Mountain Mopar” Hemi ‘Cuda convertible was retired after 1974 and stored in a climate-controlled building in West Virginia. In 1989 it was sold to the Painter brothers. Two years later it was acquired by Milt Robson in Atlanta, Georgia, still in its as-raced condition. Robson commenced a comprehensive restoration using original or new-old-stock parts to its original, as-delivered condition in his shops, which was completed in the early 90’s. Stored inside for virtually its entire life, 269588 was never subjected to the vicissitudes of the elements which afflicted most of its siblings; its original sheet metal and interior are carefully restored and retained. The engine was rebuilt around a correct 1/19/1970 date-coded Chrysler NOS block.
In addition to the 426/425 horsepower dual quad Street Hemi and pistol grip Hurst shifted four-speed manual transmission, this unique 1971 Hemi ‘Cuda convertible is equipped with power steering, power brakes, Dana Super Track Pack and AM-FM radio. Importantly, it is the only ’71 Hemi ‘Cuda convertible known to have been delivered with the body-colored Elastomeric front bumper cover. Its original configuration is verified by two separate original build sheets; the ownership history is documented with a continuous sequence of titles. It has been personally viewed by Galen Govier and authenticated by him as one of the seven US-delivered ’71 Hemi ‘Cuda convertibles which have been included in the Chrysler Registry.
Finished in B5 Blue inside and out with a white vinyl top, it has been restored to better than showroom condition. Particular attention has been paid to the accuracy of its components and finishes and to the preservation of as much as possible of its almost unbelievable originality, including the carefully preserved original interior.
It has been shown only in local shows around Atlanta in the mid 90s, was featured a decade ago in a May 1995 Car Collector magazine article by Dennis Adler and has appeared in several books, copies of which come with the car.
Putting a free-breathing, high-rpm engine like the 426 Hemi in a lithe, frisky chassis like the ‘Cuda was exactly what the forces of political correctness inveighed against in the early 70s. In 1972 the Hemi was gone for the second time, its visceral appeal buried in a cascade of social responsibility, “net” horsepower and Highway Fuel Economy ratings. There is nothing politically correct, nothing socially responsible about a Hemi ‘Cuda. The 1971 Plymouth Hemi ‘Cuda convertible is wretched excess in a nearly unimaginably limited production package.
This is absolutely the most desirable, rare and handsome of all the American Muscle and Pony Cars. Combining the brute power and torque of the legendary dual quad Street Hemi engine with the sleek, aggressive lines of the ‘Cuda convertible, it is the ultimate combination of personal car style and Muscle Car performance, a singular example and the quintessential muscle car of all time.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=132126
This Lego miniland-scale Plymouth HEMI ' Cuda Convertible (1971), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house for US$2,420,000)
A variation to my original L-motor frame that has been lengthened in order to: 1) accommodate a 16t/24t gear ratio for more pulling power, 2) allow 6 xL wheels with 1 stud spacing, and 3) allow 6 L wheels with 2 stud spacing.
I look forward to any comments/criticism on this version, as well as the previous one.
Thanks!
Finally got around to redoing this guy, this time with more parts matching the original custom Dustin made, but with my own touches, like removing the "mohawk" from the Budo head. I don't think anyone's come up with a backstory for him yet, and I wasn't sure if I should come up with one or let somebody else do it. I thought the chain made for a nice unique weapon.
Hey!
I have a great idea. Why not take a Mazda Miata and stuff in a powerful but relatively inexpensive Detroit V8.
It does sound like a great idea, but it was also obvious, after only a small amount of time researching the idea that it had been thought of before.
Popular substitute engines were modern Chevrolet small block OHV V8s (due to their compact size), and Ford Modular V8s (which work well, but are pretty wide.
From a Lego perspective, removing the technic simulated I4 with a technic simulated V8 involved much the same engineering exercise.
Increase some space around the front suspension and front subframe, and a modest height increase in sections of the bonnet. Surprisingly, the last factor was indeed quite modest, due to the overall decrease in engine depth, thanks to the 90 degree Vee spacing.
The major reason for not doing this modification is upsetting the Miata's natural chassis balance. This balance is due to the torque tube chassis and mounting the lightweight engine behind the front axle (much like a Chevrolet Corvette, but in a smaller overall package). By adding a heavier V8 engine and gearbox, more weight would be mounted on the front wheels, losing some of the handling delicacy of the original.
Nonetheless, the V8 conversion is likely to be not uncommon on cars over 10 years old, as owners look to provide themselves with an immodest helping of additional power and torque.
This Lego miniland-scale LUGNuts Custom Miata V8 Roadster Rat-Rod has been created for Flickr LUGNuts' 102nd Build Challenge, titled - 'I Smell a (Modern) Rat!'. In this challenge, any post-1996 vehicle can be built as a rat-rod.
The Miata (also known as the Mazda MX-5) is the recently superseded NC, third generation model sold from 2005 - 2015.
A small part of an old, rusted train, where a rod has been snapped by time and torque. Based on how the rod works, I suspect it snapped from rotational movement of the rod around it's axis.
I like the texture of the metal, and the rusted paint in the background. Even metal eventually decays and breaks.
The Four Aces diner/gas station outside of Palmdale California was the location for the 2004 movie Torque (top). The location is actually an active movie set used for a multitude of projects including Identity. My photo on the bottom was taken during the filming of Witch Mountain starring The Rock due out in '09.
This location is at 145 St E, and E Ave Q.
"Ford, what part of "I don't love you anymore. You're a bastard, and I never want to see you again" didn't you understand?"
A motel outside of Palmdale California was the location for the 2004 movie "Torque" (top). The motel is actually an active movie set used for a multitude of projects including "Identity".
"You got loud pipes, but you ain't sayin' nothing!"
Club Ed outside of Palmdale California was the location for the 2004 movie "Torque" (top). The diner is actually an active movie set used for a multitude of projects including "Eye of the Storm".
A manly sumo bot. For BBC 61 Bolt Vanderhuge. Just glad I got it done on time.
Gallery:
www.brickshelf.com/cgi-bin/gallery.cgi?f=462192
Lots of parts (like those awful lower arms) are really iffy and just goes to show you how much I had to rush to get this is.
Also hate the head, but it had to be human-like.
Model "Truck T12 MkII Yellow" Mack Granite is build with LEGO® in scale 1:17,5 and motorized using LEGO® Power Functions. It is a model of a Mack Granite 6x4 day cab truck. Also available in Yellow, a solid color that makes it easier for you to change it in any other solid color you like! Both the looks and specifications are adjusted to match lowboy ”Trailer Tr4 MkII” and the optional jeep and booster ”Trailer Tr4 MkII Add1”. This rather heavy lowboy trailer combination, which might include a load, requires some extra power.
The truck features: solid axle suspension on all axles of which the rear axle uses tandem bogie suspension, PF powered driving with power transmitted independently to both rear axles, reduced speed to increase power/torque, Ackerman geometry on steering axle, Servo powered steering, fully functional fifth wheel, fifth wheel slider, modeled engine, detailed cabin interior and 3 light units.
Even though this truck is designed to go with ”Trailer Tr4 MkII” plus ”Trailer Tr4 MkII Add1” lowboy combination in the first place, it doesn’t necessarily mean it can't be used with other available trailers as well. If you prefer to give it a flat bed or log trailer, you are free to do so!
If a different trailer is used it might be useful to give this truck's drivetrain a various gear setup. For this a separate PDF file is available that tells you what gear reductions to use with which trailer. It also shows you how to do so. Evidently the torque will be reduced, but with lighter weight trailers that is no problem at all.
This model is another custom design by Ingmar Spijkhoven AKA 2LegoOrNot2Lego that comes with building instructions and inventory/parts list!
You can build it yourself! To do so you can buy the Building Instructions. Early in the building process you will see what it is that you are building. You will be very excited from the moment you start the build of "Truck T12 MkII Yellow" till you finish it with about 360 different parts totaling 1900 pieces.
As one of the designer's trademarks this truck model is provided with full solid axle suspension on all axles, so including the front steered axle. Regular LEGO® Technic shock absorbers proved too large. Instead Rubber Belts are used, to achieve this the movement is converted using a lever constructions.
What is particularly new to this model is the double rear axle setup. This new setup allows easy axle and wheel travel. Because it doesn't use any shock absorbing the wheels and axles do not have to deal with any force. It is based around the concept of the walking beam suspension.
This Mack Granite model is powered by a Mack MP8 engine which is visible with the hood opened. This power source is an inline 6 cylinder engine with a displacement of 13.0 L. The horsepower range is from 425 up to 505 HP and this engine has a torque range from 1570 to 1760.
This detailed MP8 engine is nice to build and to give it those realistic looks a total number of 55 parts is used. It is detailed with for example engine oil dipstick, fan, fan belt, pulleys, hoses, oil filters including by-pass oil filter and a turbo.
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 with tubing and steering shaft.
A lot of detail is added to the cabin's interior as well in the colors Dark Bluish Gray with some Reddish Brown details. By opening this model’s doors one can access the cabin. The interior's colors, which is quite dark, really standout because of the truck's body work solid Yellow color.
For the driver's comfort the interior has gauges, switches and comfortable seats. Other details are a angled dash and gauge panel, a steering wheel and a gear shift.
"I live my life a quarter-mile at a time."
Club Ed outside of Palmdale California was the location for the 2004 movie "Torque" (top). The diner is actually an active movie set used for a multitude of projects including "Eye of the Storm".
The Bugatti Chiron is a mid-engined, two-doored sports car, designed and developed by the Volkswagen Group and the successor to the Bugatti Veyron.
The car is named in honor of the Monegasque driver, Louis Chiron.
Specifications[edit]
The main carryover piece will be the 8 litre W16 quad-turbocharged engine, though it will be heavily updated. Direct injection will be added and two of the four turbos will be electronically driven to eliminate turbo lag. Chiron has 1,500 PS (1,103 kW; 1,479 bhp) of power and 1,600 N·m (1,180 lb·ft) of torque starting from 2000rpm. Like its predecessor Veyron, it will have a carbon fibre body structure, independent suspension and 4WD system.[3][4][5]
The Chiron will accelerate from 0–100 km/h (62mph) in under 2.5 seconds, 0-200 km/h (124mph) in less than 6.5 seconds and 0-300 km/h (186mph) below 13.6 seconds. The Chiron's top speed is limited to 420 kilometres per hour (260 mph) for safety reasons.
At full speed the gas tank of 100 liters will be empty in 8 minutes. i.e. 190 l/100 km or 4.5 kg CO2/km.
500 units are to be produced and 120 orders have already been placed. The Chiron will be available towards the end of 2016 with a cost of €2.4 million (£1.9 million).
[Text from Wikipedia]
en.wikipedia.org/wiki/Bugatti_Chiron_(2016)
What Do You Think Of The Bugatti Chiron?
Photography and sketches courtesy of Bugatti
This is the world’s fastest production car. At least, it will be, once owners take delivery of the ~$2.6 million Usd. Bugatti Chiron sometime this fall. To defeat its own Veyron SuperSport, the company had to shoot for more than 258 mph—surely not an easy target—but the new car is limited to 261.
Besides its speed, opulence, and undoubtedly incredibly intricate servicing routine, I think the 2017 Chiron is notable simply because automakers have finally surpassed the extravagant heights of 1930s excess. Exotic carbon fibre supercars are the modern age’s ‘Art Deco’ streamliners, the most advanced, expensive machines also packed with the most power and performance—just like when Delahaye, Pegaso, Isotta Fraschini, Voisin, Duesenberg, Bugatti, and the others roamed around. Chiron comes from Louis Chiron, the Monaco-born driver who was the company's pre-Second World War star, notably competing well into his 50s.
I have a feeling that Chiron would be pleased that his name graces this machine. Now, we get style and continent-crushing performance: zero-to-186 mph (300 km/h) is over in 13.6 seconds, which (down here on planet earth) is an acceptable 1/4 mile time for a sporty car. Like the Veyron, it boasts four turbos, 8.0-litres of displacement from its 16 cylinders, and a seven-speed dual-clutch transmission—only the brake horsepower is now at 1,479 and torque at 1,180 lbs-ft.
We still don’t know how fast the car is: when Bugatti attempts to officially set the record for the fastest car in the world, it’s even hinted the car may top 270 mph thanks to just-for-the-feat Michelin tires. Essentially, Bugatti has found a way to surpass even the most wild ’70s sports racing and Can-Am prototypes in performance, while also heaping luxury, comfort, and safety onto its best-travel-lightly occupants.
Everything about this car is, expectedly, mind-bending.
So as you begin to divest yourself of assets in order to jump in line, keep in mind there’s a lot to learn about this new car, like its blown rear diffuser, carbon fibre monocoque (that’s as strong as a Le Mans prototype’s), air intake LED headlights, and cooled glove box for your morning cold-pressed juice. Better start studying on the firm’s handy microsite.
For now, what do you think of the latest Bugatti?
[Text from Petrolicious]