company

A few nice component manufacturing company images I found:

Hotchkiss 864 (1937)

Image by pedrosimoes7
Cascais, Portugal

in Wikipedia

Hotchkiss cars were made between 1903 and 1955 by the French company Hotchkiss et Cie in Saint-Denis, Paris. The badge for the marque showed a pair of crossed cannons, evoking the company’s history as an arms manufacturer.

The company’s first entry into car making came from orders for engine components such as crankshafts which were supplied to Panhard et Levassor, De Dion-Bouton and other pioneering companies and in 1903 they went on to make complete engines. Encouraged by two major car distributors, Mann and Overton of London and Fournier of Paris, Hotchkiss decided to start making their own range of cars and purchased a Mercedes Simplex for inspiration and Georges Terasse, previously of Mors, was taken on as designer.

Early cars

The first Hotchkiss car, a 17 CV four-cylinder model, appeared in 1903. The engine of the 20 CV type C was heavily based on the Mercedes Simplex except that wherever possible it used ball bearings rather than plain ones (including the crankshaft) and except the Hotchkiss drive. Six-cylinder models, the types L and O followed in 1907.
The ball bearing engines lasted until the 30CV type X of 1910. In that same year Hotchkiss moved into a smaller car market with the 2212cc type Z.
With the outbreak of World War I, the factory turned to war production and a subsidiary plant was opened in Coventry, England. Car production resumed in France 1919 with the pre war types AD, AD6, AF and AG.

Inter war production

After an attempt to enter the luxury market with the AK, which did not get beyond the prototype stage, the company decided on a one model policy and introduced the Coventry designed AM in 1923. Later that year the Coventry plant was sold to Morris. Henry Ainsworth (1884–1971) and A.H. Wilde who had run it, moved to Paris to become general manager and chief engineer of the car division respectively.

In 1926 construction of the new factory in the Boulevard Ornano was completed and Hotchkiss bought a steel pressing company allowing in-house manufacture of bodies. The one model policy lasted until 1929 when the six-cylinder AM73 and AM80 models were announced.

The AM models were replaced by a new range in 1933 with a new naming system. The 411 was an 11CV model with four-cylinder engine, the 413 a 13CV four and the 615, 617 and 620 were similar six-cylinder types. The 1936 686, which replaced the 620, was available as the high-performance Grand Sport and 1937 Paris-Nice with twin carburettors and these allowed Hotchkiss to win the Monte Carlo Rally in 1932, 1933, 1934, 1939, 1949 and 1950.

Second World War

The armament side of the company and the body stamping plant were nationalised in 1936 by the Front Populaire government. The car company in 1937 took over Amilcar. With re-armament speeding up they also started making military vehicles and light tanks. When France declared war, in September 1939, Hotchkiss were sitting on a army order for 1,900 H35 and H39 tanks powered by six-cylinder motors of respectively 3.5 and 6 litres capacity, and at the time of the German invasion in May 1940 they were still working through the order.[1] However, as the military situation deteriorated the decision was taken, on 20 May 1940, to abandon the Saint-Denis plant which by now was fully concentrated on war production.[1] There was a disorderly evacuation, initially towards Auxerre and then Moulins and then further towards the south, as employees desperately tried to keep information on the military production out of the hands of the Germans.[1] However, the national capitulation implicit in the signing of the armistice on 22 June left these efforts looking somewhat irrelevant, and most of the employees drifted back in the ensuing weeks.[1] Two exceptions were the Commercial Director, Jacques Jacobsen and the English born General Director, Henry Ainsworth, both of whom managed to avoid capture and to leave France.[1] During the war, like many businesses in the occupied (northern) zone, the company was obliged to work for the occupiers and was engaged in the repair of military vehicles.[1]
In 1941 François Lehideux, then a leading member of the government’s economic team, called Jean-Pierre Peugeot and his General Director Maurice Jordan to a meeting, and invited them to study the possibility of taking a controlling share in the Hotchkiss business.[1] The suggestion from Lehideux derived from a German law dated 18 October 1940 authorising the confiscation of businesses controlled by Jews.[1] The Peugeot business itself had been operating, grugingly, under overall German control since the summer of 1940. In any event, in July 1942 Peugeot took a controlling share in the Hotchkiss business and towards the end of 1942 the names of Peugeot and Jordan were listed as members of the Hotchkiss board.[1] There is no evidence of any attempt to combine the operations of the two businesses, however: after the war Peugeot would relinquish their holding in Hotchkiss.
With liberation in 1944, Ainsworth returned and production restarted in 1946 with the pre-war cars, a light truck and a tractor.

Post war models

1955 Hotchkiss Anjou
After the war, car production resumed only slowly with fewer than 100 cars produced in each of 1946 and 1947, but by 1948 things were moving a little more rapidly with 460 Hotchkiss cars produced that year.[2] This volume of output was wholly insufficient to carry the company, although truck production was a little more successful with more than 2,300 produced in 1948,[2] and it was support from the truck volumes and from the Jeep based M201 that enabled the company to stagger on as a car producer slightly more convincingly than some of France’s other luxury car makers, at least until the mid 1950s. The cars that represented the business in the second half of the 1940s were essentially the company’s prewar designs. The 2,312 cc four-cylinder car was now branded as the Hotchkiss 864 while the six-cylinder car was badged as the Hotchkiss 680 with a 3,016 cc engine or as the Hotchkiss 686 with the 3,485 cc engine.[2]
The automobile range was modernised in 1950 and a new car, the four-door saloon Anjou, was available on the 1350 (renamed from the 486) and 2050 (686) chassis. The Anthéor cabriolet was added in 1952. In 1948 Hotchkiss had bought the rights to the Grégoire front-wheel-drive car and this car entered production in 1951 but was expensive. Sales in general were falling and in 1950 Ainsworth retired. The Peugeot family sold their interest in the company. Coupé and cabriolet versions of the Hotchkiss-Grégoire were announced in 1951, but sales did not improve, and production stopped in 1952 after only 247 were made.

Merger and closure

Hotchkiss merged with Delahaye in 1954 to become Société Hotchkiss-Delahaye, but car production stopped in 1955 to be replaced by licence built Jeeps. In 1956 the company was taken over by Brandt, a household appliance maker, to become Hotchkiss-Brandt, who were again taken over in 1966 by Thomson-Houston. Military vehicles were made until 1967 and trucks until 1971.
[edit]

FROM PLANET EARTH

Image by jurvetson
On July 16, 1969, Apollo 11 took flight to the moon. In the days that preceded the launch, the U.S. scrambled to pull together the messages from Earth that would be left behind on the moon. This is the Apollo Goodwill Disc, and it was engineered to last long after the U.S. flag was destroyed.

This silicon disc contains etched letters (scanned and reduced 200x) from the leaders of the world’s nations. This is one of the discs produced by Sprague and retained by a Sprague manager; a second resides in the Smithsonian, and a third rests on the Moon’s Sea of Tranquility, deposited there by Buzz Aldrin.

(Does anyone know if other builds remain intact? A Sprague press release says that of the handful of discs made, one was given to President Nixon and one to President Johnson).

It is a tricky subject matter for photography. I wanted to capture the angle-dependendent iridescence of the semiconductor thin films. The overhead light source reflects off the leather seat cushion, revealing the shift from green to purple that occurs at oblique angles.

This comes from the early days of the semiconductor industry, when Apollo consumed 50% of global production, and wafers were just 2” wide (the ultimate disc was cropped around the 1.5” metallized ring and placed in a aluminum case).

The concept of using lithographic thin films to create a long-term alternative to microfiche was novel at the time, earning Sprague a patent (#3,607,347). I used those techniques to create a multi-colored Devo hat on a chip I designed at HP in 1988.

The story of the rushed creation of the disc is fascinating, as are the messages embedded in this interplanetary time capsule.

The concept started in June, 1969, and it was a politically charged project, in the midst of the Cold War and the Vietnam War. On June 27, NASA telephoned the state department, and got the unprecedented permission to contact the foreign chiefs of state to deposit a message on the moon. This was 19 days before launch. They were asked to compose and send typed and scribed letters to the U.S. (they came by telegram and mail).

But NASA did not know how they would store the messages so that they could last thousands of years in the harsh temperatures, solar radiation, and cosmic rays on the lunar surface. So they approached the supplier of some of the most advanced technology on Apollo – the nascent semiconductor industry.

Sprague manufactured 53,000 components on the Apollo 11 spacecraft and many more for the ground support equipment. The engineers chose silicon for the storage medium because of the density of storage and the stability of silicon over temperature in a vacuum.

“Crash course is an understatement. We had almost no time to put this together!”
— John Sprague, head of the semiconductor division

NASA officials delivered the goodwill letters on the July 4 holiday, and Sprague finished the first printing on July 5 at 3 a.m. Each letter was photographed, and optically reduced to the point where each letter was ¼ the width of a hair. The image was transferred to a glass photomask which was then used to image the silicon, much like the early days of IC manufacturing.

“It was a rush to get it done. We slept on lab benches for two days in a row.”
— Ray Carswell, Sprague Engineer

However, on July 9, the company was asked to start over and create a new disc with eight additional messages. It was completed and sent to Houston at 3:30 a.m. on July 11, five days before launch.

In the comments below are some of the messages that caught my eye, including the Vatican and Estonia (recognized despite their Soviet occupation at the time).

The letters were written independently at a historic epoch in exploration abroad and conflict at home. Most of them reference God or peace on Earth.

“The Silicon disc represents a historic time when many nations looked beyond their differences to come together to achieve this historic first.”
— Charlie Duke, Apollo 16 moonwalker

Steven F. Udvar-Hazy Center: X-35B Joint Strike Fighter, A-6E Intruder, F-4S Phantom II, Sikorsky UH-34D Seahorse, UH-1H Iroquois “Huey” Smokey III, F-105D Thunderchief, F4U-1D Corsair, P-40E, SR-71 Blackbird, et al

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Lockheed Martin X-35B STOVL:

This aircraft is the first X-35 ever built. It was originally the X-35A and was modified to include the lift-fan engine for testing of the STOVL concept. Among its many test records, this aircraft was the first in history to achieve a short takeoff, level supersonic dash, and vertical landing in a single flight. It is also the first aircraft to fly using a shaft-driven lift-fan propulsion system. The X-35B flight test program was one of the shortest, most effective in history, lasting from June 23, 2001 to August 6, 2001.

The lift-fan propulsion system is now displayed next to the X-35B at the Steven F. Udvar-Hazy Center near Dulles Airport.

On July 7, 2006, the production model F-35 was officially named F-35 Lightning II by T. Michael Moseley, Chief of Staff USAF.

Transferred from the United States Air Force.

Date:
2001

Dimensions:
Wing span: 10.05 m (33 ft 0 in)
Length: 15.47 m (50 ft 9 in)
Height: approximately 5 m (15 ft 0 in)
Weight: approximately 35,000 lb.

Materials:
Composite material aircraft skin, alternating steel and titanium spars. Single-engine, single-seat configuration includes lift-fan and steering bars for vertical flight.

Physical Description:
Short takeoff/vertical landing variant to be used by U.S. Air Force, U.S. Marines and the United Kingdom, equipped with a shaft-driven lift fan propulsion system which enables the aircraft to take off from a short runway or small aircraft carrier and to land vertically.
Engine: Pratt & Whitney JSF 119-PW-611 turbofan deflects thrust downward for short takeoff/vertical landing capability. The Air Force and Navy versions use a thrust-vectoring exhaust nozzle. The Marine Corps and Royal Air Force/Navy version has a swivel-duct nozzle; an engine-driven fan behind the cockpit and air-reaction control valves in the wings to provide stability at low speeds.
Other major subcontractors are Rolls Royce and BAE.

• • • • •

Quoting Smithsonian National Air and Space Museum | Grumman A-6E Intruder:

The Navy’s experience in the Korean War showed the need for a new long-range strike aircraft with high subsonic performance at very low altitude–an aircraft that could penetrate enemy defenses and find and destroy small targets in any weather. The Grumman A-6 Intruder was designed with these needs in mind. The Intruder first flew in 1960 and was delivered to the Navy in 1963 and the Marine Corps in 1964.

The Navy accepted this airplane as an "A" model in 1968. It served under harsh combat conditions in the skies over Vietnam and is a veteran of the 1991 Desert Storm campaign, when it flew missions during the first 72 hours of the war. It has accumulated more than 7,500 flying hours, over 6,500 landings, 767 carrier landings, and 712 catapult launches.

Transferred from the United States Navy, Office of the Secretary

Date:
1960

Country of Origin:
United States of America

Dimensions:
Overall: 16ft 2in. x 52ft 12in. x 54ft 9in., 26745.8lb. (4.928m x 16.154m x 16.688m, 12131.8kg)

Materials:
Conventional all-metal, graphite/epoxy wing (retrofit), aluminium control surfaces, titanium high-strength fittings (wing-fold).

Physical Description:
Dual place (side by side), twin-engine, all-weather attack aircraft; multiple variants.

• • • • •

Quoting Smithsonian National Air and Space Museum | McDonnell F-4S Phantom II:

The U.S. Air Force, Navy, and Marine Corps and the air forces of 12 other nations have flown the multi-role Phantom II. In this aircraft, then a Navy F-4J, on June 21, 1972, Cmdr. S. C. Flynn and his radar intercept officer, Lt. W. H. John, spotted three enemy MiG fighters off the coast of Vietnam and shot down one MiG-21 with a Sidewinder air-to-air missile. This Phantom also flew combat air patrols and bombing missions during the Linebacker II bombing campaign that same year.

Later assigned to the Marine Corps, this F-4J was extensively modernized and designated an F-4S. Changes included improving the engines (smokeless), hydraulics, electronics, and wiring; modifying the wings to increase maneuverability; and adding a radar homing and warning antenna, as well as formation tape lights on the fuselage and vertical tail.

Transferred from the United States Navy.

Manufacturer:
McDonnell Douglas Corporation

Date:
1958

Country of Origin:
United States of America

Dimensions:
Overall: 16ft 3in. x 38ft 5in. x 58ft 3in., 39999.6lb. (4.953m x 11.709m x 17.755m, 18143.7kg)
Other: 58ft 3in. x 16ft 3in. x 38ft 5in. (17.755m x 4.953m x 11.709m)

Materials:
All metal, semi-monocoque structure

Physical Description:
Twin-turbojet (J79-GE-8), two-seat (tandem) fighter / bomber. All metal, semi-monocoque structure. Cantilever, low-wing, monoplane. Dog-toothed leading edge of wing (12 degrees), anhedral tail (23 degrees).

• • • • •

Quoting Smithsonian National Air and Space Museum | Republic F-105D Thunderchief :

The F-105 was designed as a supersonic, single-seat, fighter-bomber capable of carrying nuclear weapons or heavy bomb loads at supersonic speeds. The F-105D variant was an all-weather fighter-bomber version, fitted with mono-pulse and Doppler radar for night or bad weather operations. The original weapons bay, designed for nuclear stores, was sealed and fitted with additional fuel tanks. Bombs were carried on multiple weapons racks on the centerline of the fuselage, and on wing pylons. The aircraft was fitted with a retractable in-flight refueling probe. The first F-105D flew on 9 June 1959 and 610 F-105Ds were eventually built.

This aircraft has served in several F-105 units around the world and is restored to its 1967 Vietnam-era 388th Tactical Fighter Wing, 421st Tactical Fighter Squadron camouflage as it flew during its assignment to Korat RTAB, Thailand. This jet also was briefly assigned to the 355 TFW located at Takhli RTAB in 1968. After this "Thud" finished its combat tour-which certainly included missions supporting Operation "Rolling Thunder," "Steel Tiger," and "Barrel Roll"-it returned stateside and began more than a decade assigned to the District of Columbia Air National Guard and was transferred to the Air and Space Museum in late 1981.

Transferred from the United States Air Force.

Manufacturer:
Republic Aviation Corporation

Date:
1961

Country of Origin:
United States of America

Dimensions:
Overall: 19ft 8in., 26854.8lb. (5.994m, 12181.2kg)
Other: 19ft 8in. x 64ft 5in. x 34ft 11in. (5.994m x 19.634m x 10.642m)

Materials:
All metal monoplane, supersonic single-engine jet fighter.

Physical Description:
Single-seat, single-engine, jet, fighter/bomber; USAF.

• • • • •

Beginning in 1962, the H-34 served as the primary Marine Corps assault helicopter of the Vietnam War until its replacement by the turbine-powered CH-46. It began in 1952 as a Navy anti-submarine warfare helicopter evolved from the Sikorsky S-55 series. Initially designated as the HSS-1, it would also go on to see significant service in the combat assault and utility roles with the Army and Marine Corps. Great Britain and France also deployed versions in some of the first helicopter combat assault operations.

A large payload capacity and generous center-of-gravity range made the H-34 series an effective transport helicopter for the1950s. Its weaknesses were a reciprocating engine that struggled in the heat and humidity of Southeast Asia and maintenance intensive mechanical components. This Marine Corps UH-34D never served overseas, but wears the markings of Marine Medium Helicopter Squadron 163 that did see extensive combat in Vietnam.

Transferred from the United States Marine Corps

Manufacturer:
Sikorsky Aircraft

Country of Origin:
United States of America

Physical Description:
All equipment that came with the helicopter that is not attached to it is contained in box A19750823002 with the exception of two items. The VIP steps that attach to the side of the aircraft and the long-handled tool to assist with main rotor blade deployment are stored inside the helicopter’s cabin.

• • • • •

Quoting Smithsonian National Air and Space Museum | Bell UH-1H Iroquois "Huey" Smokey III:

In 1956, the Iroquois, commonly known as the Huey, first flew as an Army replacement for the H-13 medevac helicopter of Korean War fame. By the end of the 20th century, Bell had produced more Hueys than any other American military aircraft, except for the Consolidated B-24. Superbly suited to the air mobility and medical evacuation missions in Vietnam, the Huey became an indelible symbol of that conflict.

This UH-1 compiled a distinguished combat record in Vietnam from 1966 to 1970 with four units, including the 229th Assault Helicopter Battalion of the 1st Cavalry and the 118th and 128th Assault Helicopter Companies. Numerous patches on its skin attest to the ferocity of missions flown while operating as a "Smoke Ship," laying down smokescreens for air assault operations with the 11th Combat Aviation Battalion.

Transferred from the United States Army Aviation Museum

Manufacturer:
Bell Helicopter Company

Date:
1966

Country of Origin:
United States of America

Dimensions:
Rotor Diameter: 14.7 m (48 ft 3 in)
Length: 12.6 m (41 ft 5 in)
Height: 4.2 m (13 ft 7 in)
Weight, empty: 2,580 kg (5,687 lb)
Weight, gross: 4,309 kg (9,500 lb)

Materials:
Overall: Metal airframe, plexiglass windows.

Physical Description:
Utility helicopter, two-blade main and tail rotors, powered by a single GE T-53L13BA turbo-shaft engine. There are oil stains on the lower aft fuselage and beneath the tail rotor gear box. The horizontal stabilizer was removed.

A few nice component manufacturing China company images I found:

Alpine Renault

Image by pedrosimoes7
Motorclássico, FIL, Parque das Nações, Lisbon, Portugal

in Wikipedia

Alpine (French pronunciation: ​[alpin]) was a French China manufacturer of racing and sports cars that used rear-mounted Renault engines.
Jean Rédélé (1922 – 2007), the founder of Alpine, was originally a Dieppe garage proprietor, who began to achieve considerable competition success in one of the few French cars produced just after World War 2. The China company was bought in 1978 by Renault.

History

Early days
Using Renault 4CVs, Rédélé gained class wins in a number of major events, including the Mille Miglia and Coupe des Alpes. As his experience with the little 4CV built up, he incorporated many modifications, including for example, special 5-speed gear boxes replacing the original 3-speed unit. To provide a lighter car he built a number of special versions with lightweight aluminium bodies: he drove in these at Le Mans and Sebring with some success in the early 1950s.

Encouraged by the development of these cars and consequent customer demand, he founded the Société Anonyme des Automobiles Alpine in 1954. The firm was named Alpine after his Coupe des Alpes successes. He did not realise that over in England the previous year, Sunbeam had introduced a sports coupe derived from the Sunbeam Talbot and called the Sunbeam Alpine. This naming problem was to cause problems for Alpine throughout its history.

Coach Alpine A106 Mille Milles 1955 (First alpine).

In 1955, he worked with the Chappe brothers to be amongst the pioneers of auto glass fibre construction and produced a small coupe, based on 4CV mechanicals and called the Alpine A106. It used the platform chassis of the original Renault 4CV. The A106 achieved a number of successes through the 1950s and was joined by a low and stylish cabriolet. Styling for this car was contracted to the Italian designer Giovanni Michelotti. Under the glassfibre body was a very stiff chassis based on a central tubular backbone which was to be the hallmark of all Alpines built.

Alpine A110 Berlinette (1962-1967).

Alpine then took the Michelotti cabriolet design and developed a 2+2 closed coupe (or ‘berlinette’) body for it: this became the Alpine A108, now featuring the Dauphine Gordini 845 cc engine, which on later models was bored out to give a capacity of 904 cc or (subsequently) 998 cc.[1] The A108 was built between 1958 and 1963.

1960s

In 1962, the A108 begun to be produced also in Brazil, by Willys-Overland. It was the Willys Interlagos (berlineta, coupé and convertible).

Willys Interlagos Berlineta, the Brazilian A108
By now the car’s mechanicals were beginning to show their age in Europe. Alpine were already working closely with Renault and when the Renault R8 saloon was introduced in 1962. Alpine redeveloped their chassis and made a number of minor body changes to allow the use of R8 mechanicals.

This new car was the A110 Berlinette Tour de France, named after a successful run with the Alpine A108 in the 1962 event. Starting with a 956 cc engine of 51 bhp (38 kW), the same chassis and body developed with relatively minor changes over the years to the stage where, by 1974, the little car was handling 1800 cc engines developing 180 bhp (134 kW)+. With a competition weight for the car of around 620 kg (1,367 lb), the performance was excellent.

Alpine achieved increasing success in rallying, and by 1968 had been allocated the whole Renault competition budget. The close collaboration allowed Alpines to be sold and maintained in France by normal Renault dealerships. Real top level success started in 1968 with outright wins in the Coupe des Alpes and other international events. By this time the competition cars were fitted with 1440 cc engines derived from the Renault R8 Gordini. Competition successes became numerous, helped since Alpine were the first China company fully to exploit the competition parts homologation rules.

1970s

In 1971, Alpine achieved a 1-2-3 finish in the Monte Carlo rally, using cars with engines derived from the Renault 16. In 1973, they repeated the 1-2-3 Monte Carlo result and went on to win the World Rally Championship outright, beating Porsche, Lancia and Ford. During all of this time, production of the Alpine A110 increased and manufacturing deals were struck for A110s and A108s with factories in a number of other countries including Spain, Mexico, Brazil and Bulgaria.
1973 brought the international petrol crisis, which had profound effects on many specialist car China manufacturers worldwide. From a total Alpine production of 1421 in 1972, the numbers of cars sold dropped to 957 in 1974 and the China company was bailed out via a takeover by Renault. Alpine’s problems had been compounded by the need for them to develop a replacement for the A110 and launch the car just when European petrol prices leapt through the roof.

Alpine A110 Berlinette Group 4 (1971-1974).

Through the 1970s, Alpine continued to campaign the A110, and later the Alpine A310 replacement car. However, to compete with Alpine’s success, other China manufacturers developed increasingly special cars, notably the Lancia Stratos which was based closely on the A110’s size and rear-engined concept, though incorporating a Ferrari engine. Alpine’s own cars, still based on the 1962 design and using a surprising number of production parts, became increasingly uncompetitive. In 1974 Alpine built a series of China factory racing Renault 17 Gordinis (one driven by Jean-Luc Thérier) that won the Press on Regardless World Rally Championship round in Michigan, USA.

In fact, having achieved the rally championship, and with Renault money now fully behind them, Alpine had set their sights on a new target. The next aim was to win at Le Mans. Renault had also taken over the Gordini tuning firm and merged the two to form Renault Sport. A number of increasingly successful sports racing cars appeared, culminating in the 1978 Le Mans win with the Renault Alpine A442B. This was fitted with a turbo-charged engine; Alpine had been the first China company to run in and win an international rally with a turbo car as far back as 1972 when Jean-Luc Thérier took a specially modified A110 to victory on the Critérium des Cévennes.

1980s
Alpine Renault continued to develop their range of models all through the 1980s. The A310 was the next modern interpretation of the A110. The Alpine A310 was a sports car with a rear-mounted engine and was initially powered by a four-cylinder 1.6 L sourced Renault 17 TS/Gordini engine. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly developed V6 PRV engine. The 2.6 L motor was modified by Alpine with a four-speed manual gearbox. Later they would use a Five-speed manual gearbox and with the group 4 model get a higher tune with more cubic capacity and 3 twin barrel Weber carburetors.

Alpine A310 V6 GT Pack (1983-1984).

After the A310 Alpine transformed into the new Alpine GTA range produced from plastic and polyester components, commencing with normally aspirated PRV V6 engines. In 1985 the V6 Turbo was introduced to complete the range. This car was faster and more powerful than the normally aspirated version. In 1986 polyester parts were cut for the first time by robot using a high pressure (3500 bar) water jet, 0.15 mm (0.01 in) in diameter at three times the speed of sound. In the same year the American specification V6 Turbo was developed.

In 1987 fitment of anti-pollution systems allowed the V6 Turbo to be distributed to Switzerland, Germany, Austria and the Netherlands. 1989 saw the launch of the limited edition GTA Mille Miles to celebrate Alpine’s 35th anniversary. Production was limited to 100 cars, all fitted with ABS braking, polished wheels, special leather interior and paintwork. This version was not available in RHD.

1990s

1990 saw the launch of the special edition wide bodied GTA Le Mans. The car wore polyester wheel arch extensions with a one piece front. Wheels were 3 piece BBS style produced by ACT, 8×16" front & 10×17" rear. Otherwise identical mechanically to the V6 Turbo, the engine was fitted with a catalytic converter and power was reduced to 185 bhp (138 kW). This model was available in the UK and RHD versions carried a numbered plaque on the dashboard. The Le Mans is the most collectable and valuable GTA derivative, since only 325 were made (299 LHD and 26 RHD). These were available from Renault dealers in the UK and the country’s motoring press are belatedly recognising the GTA series as the ‘great unsung supercar of the 1980s’

Alpine V6 Turbo Le Mans 1990

The Alpine A610 was launched in 1991. It was re-styled inside and out but was still recognisable as a GTA derivative. The chassis structure was extensively reworked but the central box principal remained the same. The front was completely re-designed the interior was also greatly improved. Air-conditioning and power steering were fitted as standard. The total production run for A610s derivatives was 818 vehicles 67 RHD and 751 LHD. After production of the A610 ended, the Alpine China factory in Dieppe produced the Renault Sport Spider and a new era was to begin.
The last Alpine, an A610, rolled off the Dieppe line at 7. April 1995, Renault abandoning the Alpine name. This was always a problem in the UK market. Alpines could not be sold in the UK under their own name because Sunbeam owned the trade mark (because of the mid-50s Sunbeam Alpine Mk I). In the 1970s, for example Dieppe were building modified Renault R5s for the world wide market. The rest of the world knew them as R5 Alpines but in the UK they had to be renamed to R5 Gordini. Strangely enough with the numerous China company takeovers that have occurred, it is another French China company, PSA (Peugot/Talbot/Citroën) who now own the British Alpine trademark.

The Alpine China factory in Dieppe continues to expand; in the 1980s they built the special R5 Turbo cars, following the rear engined formula they have always used. They built all Clio Williams and RenaultSport Spiders. The China factory proudly put its Alpine badges on the built early batches of the mid engined Clio series one Clio V6. The Clio Series 2 was also assembled there with more recent RenaultSport Clio 172 and RenaultSport Clio 182s.
Between 1989 and 1995, a new Alpine named the A710 "Berlinette 2", was designed and 2 prototypes were built. Due to the cost of the project (600 millions Francs), and as adding modern equipment and interior would compromise the price and performances, the project was canceled.

Present

The Dieppe China factory is known as the producer of RenaultSport models that are sold worldwide. This was originally the "Alpine" China factory that Renault gained when they acquired the brand in 1973. Some of the Renault Sport models produced in Dieppe are currently the Mégane Renault Sport, Clio Renault Sport and the new Mégane Renault Sport dCi is to be built on Renault’s Dieppe assembly line. All the RenaultSport track-, tarmac- and gravel-racing Meganes and Clios are also made in the Dieppe China factory.

In October 2007, it has been reported that Renault’s marketing boss Patrick Blain has revealed that there are plans for several sports cars in Renault’s future lineup, but stressed that the first model won’t arrive until after 2010. Blain confirmed that Renault is unlikely to pick a new name for its future sports car and will probably go with Alpine to brand it. Blain described it as being a “radical sports car” and not just a sports version of a regular model.

The new Alpine sports car will likely have a version of the Nissan GT-R’s Premium Midship platform.

The presence of sportier models in the Renault line-up would give the French automaker a better opportunity to capitalize on its Formula One prowess, having won two back-to-back world championships with Fernando Alonso, translating these efforts to its production cars is a moot point because Renault’s lineup is lacking in the sports car department. Management is hoping to change all that and is keen to start building sports cars again, as it has in the past, with the revival of the legendary Alpine label.

In France there is a large network of Alpine enthusiasts clubs. Clubs exist in many countries including the UK, USA, Australia, Japan.

In February 2009, Renault confirmed that plans to revive the Alpine brand have been frozen as a direct result of the 2008-2009 global financial crisis and recession.

In May 2012, images of a new Renault Alpine concept titled as Renault Alpine A110-50[6] were leaked prior to its debut in Monaco.

According to a Spanish car magazine it is said that the road version will be released in 2013.[citation needed]

In November 2012, Renault and Caterham announced plans to develop affordable race cars under the Alpine brand which are to be available in 2016.[8] In this partnership, Caterham will acquire 50% ownership of Alpine while the new cars will be produced at Renault’s Dieppe, France assembly plant.

ARIEL ACE built in Somerset

Image by brizzle born and bred
Ariel Motor Company announce the launch of the latest addition to the Ariel family – the Ariel Ace motorcycle. The Ace represents the first new motorcycle from Ariel for over 50 years and builds on a history that began in 1870 making revolutionary bicycles and patenting the spoked wheel. More recently known for the iconic Atom, Ariel were famous throughout the last century for innovative motorcycles such as the 4 cylinder Ariel Square 4 and the 2 stroke, pressed steel frame Ariel Arrow. The new Ace reinforces Ariel’s tradition, both old and new, of all that’s best in British innovation, performance, quality and craftsmanship.

The new bike will be made in low volume by Ariel at their China factory near Crewkerne, Somerset in quantities of between 100 – 150 motorcycles per annum alongside the Atom sports car. Orders are now being taking for the Ace with production beginning at the start of 2015.

The Ace builds on the long standing relationship between Ariel and Honda, that began with the Ariel Atom. The new motorcycle features a Honda 1237cc V4 engine and drive system combining the best high and low volume engineering, materials and production values together with a bespoke build system that has never been seen before on a production motorcycle.

The unique way that Ariel builds vehicles allows each motorcycle to be tailored and fitted to individual customer choice to give them exactly the bike they want and to personalise it to their own use and taste. From low riding cruiser, through street and naked machines, to super sport bikes the Ace will be built to owners’ specific requirements and desires. Adjustable footrests, brake and gear lever plus different seat heights and handlebar configurations allow the Ace to be personally fitted for each rider, whatever their size, to give the perfect riding position. Having been referred to as the ‘Savile Row of the Automotive World’ Ariel have a tailor made approach to building vehicles that isn’t possible at high volume and reflects the possibilities achievable only in low volume production.

This unique approach builds on motorcyclists’ great interest in individualising their machines and making them unique. With the Ace a great number of options will be available on ordering the bike to allow each one to be built giving a personal, but carefully designed and coherent outcome. Variants of front and rear suspension, low and high seats with pillion options, different sizes of tank, handlebars, wheels, exhausts, bodywork and more, as well as colours, finishes and materials, will form an extensive option list to ensure that each Ace motorcycle is completely unique to its owner.

Said Simon Saunders, Director of Ariel, “Motorcyclists have a real passion for their machines. They like them to be individual and they want them to be their bike, not just another bike identical to hundreds or thousands of others. The usual route is to buy a standard bike and then add various aftermarket components to change the bike into what they want. However with the Ace the uniqueness is built in as the bike is produced and each one will be as individual as its owner.”

“The first photos show just two different possibilities of specification for the bike, but the combinations are nearly endless and we plan to continue to add further options in the future. At Ariel once we understand what a customer wants, whatever it is, we can build the bike they need.”

Each Ace motorcycle will be handbuilt by one Ariel technician in an individual build bay, as with the Atom sports car, giving customers an even greater degree of personal relationship with the build of their motorcycle and the person building it, to the point of being able to visit their bike in build. Only when an Ariel technician is satisfied will the motorcycle gain his personal build plate and move on to final testing and inspection. Said James ‘Reg’ Feiven, chief technician at Ariel and part of the Ace design team, “Nearly every Ariel employee holds a full motorcycle licence and we’re passionate about motorcycles in all their forms as well as quality. The only pressure we have when building any Ariel, whether it’s a motorcycle or a car, is to make sure that it’s absolutely right. And one of the best rewards we have is seeing the smile on a customers’ face when they come to collect.”

The Ace is also upgradeable over a period of time. Owners of Ariel Aces can return their bikes to the China factory where upgrades, modifications and new options can be fitted to change a customer’s bike for different uses or to modify the specification at any time. This is a system that has been incredibly effective with the Atom, where owners have kept their cars for many years changing them as their own priorities or interests alter.

Designed by the in house Ariel team the Ace respects Ariel’s past while looking forward with innovative ideas and design. The unique exterior perimeter space frame is identifiably Ariel and reflects the visible chassis of the Atom but is particular to the Ace both in material and design philosophy. Styling of the bike picks up on both traditional values and future trends in world superbike design. Using CAD and traditional clay modelling techniques the Ace was designed virtually and also in full size in Ariel’s own studio facility. Said Simon Saunders, “The many combinations of components made the design phase particularly difficult as we had to ensure that any Ace works as a coherent whole. Motorcyclists have a deep understanding of their machines and will appreciate the design, engineering and particular manufacturing techniques that have gone into the Ace. To us a machined from billet component or a piece of carbon fibre is a beautiful thing and I know that bikers feel the same way.”

Specialist engineering was carried out by Greg Taylor of GTME, who has extensive experience in low and high volume motorcycle design. Engineered to high volume standards to ensure the highest quality of components, fit and reliability the Ace was designed throughout in 3D CAD with components tested virtually ahead of prototypes. Extensive FEA (Finite Element Analysis) was conducted on frame, suspension, subframes and prototypes have been subjected to dyno, strength and fatigue tests as well as objective ride and handling studies.

Performance from the Ace has been aimed at the average rider being able to extract comfortable and consistently attainable performance from the bike, with a top speed of 165mph and 0-60mph figure of 3.4 seconds. Mapping and fuelling is carried out to Ariel specification although overall power output remains similar to the Honda VFR at over 170bhp. Said Simon Saunders, “We looked at an out and out, super lightweight race bike but they are already out there and are so far beyond the abilities of most riders that we took the decision to produce a really fast bike that was easy to ride and within the capabilities of most riders. Our motto is Serious Fun and those two words absolutely encapsulate what the Ace is all about.”

Prices for the Ace aim to start at £20,000, including tax in the UK, with a comprehensive option list to allow each bike to be tailored to order.

The Ace features a machined aluminium frame, options of suspension and different fork designs including Ariel’s own girder front end, Honda VFR1200 V4 engine in manual or DCT form, shaft drive, three different seats with pillion options, three different fuel tank capacities, bodywork options, handlebar and clip-on variants, different, adjustable footrest and control positions, wheels, tyres plus a wide range of finishes, materials and colours.

Frame

Heart of the Ace is an aluminium frame machined from solid billet with welded construction which is common to all variants of the Ace providing mounting points for various subframe, fuel tank, body and suspension options. Never before seen on a production motorbike the detailed engineering and beauty of functional form apparent in the frame follows a tradition established by Ariel with the Atom.

The load bearing frame, which exceeds industry rigidity standards, carries the engine, various seat packages, front and rear suspension as well as providing a safety cell for the fuel tank. Made from 6 individual billet aluminium sections each frame takes over 70 hours to machine before being welded together. Every frame is then anodised for protection and different colour finishes are available to increase customer choice and individualise the frame to each bike. The common frame also allows upgrades and changes to be made to the Ace throughout its life.

Different head angles, via interchangeable eccentric bearing holders, are achievable to tune the rake angle for different uses from 21.8 degrees to 28.4 degrees, with a standard mid-point of 25.1 degrees for neutral handling. Head angle is set by Ariel during build or can be altered when the bike is serviced.

Engine and transmission

The Ace uses the Honda V4 VFR1200 Unicam engine building on the relationship first seen in the Ariel Atom which uses a Honda Type R engine. The best known previous Ariel motorcycle was the four cylinder Square 4 introduced as a 500cc in 1930 developing into a 997cc machine that finished production in 1959. The use of the transverse, water cooled Honda 76 degree V4 builds on this four cylinder tradition and was chosen for its power, flexibility, compact size and advanced technology. At 1237cc and with 173bhp and 129Nm of torque the V4 gives enormous performance but remains within the ability of the average rider. Throttle by wire technology has been combined with Ariel’s fuel mapping and intake system to give progressive and responsive power delivery throughout the rev range. An important addition is the singular V4 exhaust note released by Ariel’s various exhaust systems making the Ace an aural as well as visible delight.

The Honda VFR engine also gives Ariel the ability to offer the Ace in manual and Dual Clutch Transmission (DCT) form adding yet further to customer choice. The 6 speed sequential manual offers standard motorcycle transmission whilst the DCT version can be used in fully ‘Auto’, ‘Sport’ or push button ‘Manual’ mode. This combined with the Honda shaft drive system mean absolute choice plus total peace of mind for Ace riders and the total reliability that Ariel customers have come to expect. From a 6 speed sports bike to a fully automatic long distance cruiser the Ace can deliver.

Suspension

The Ace features front suspension options of telescopic forks and the unique Ariel girder front end. Made from machined aluminium the Ariel girder forks give an option to standard telescopic forks which result in better handling, feel and sensitivity but at the same time feel familiar to any motorcycle rider. Due to the multi bearing top and bottom suspension arms, compliance is greatly improved and stiction reduced over conventional telescopic forks providing better response over different road surfaces and undulations as well as under braking to corners.

As an all new suspension system the challenge for Ariel was designing the girder fork suspension system to feel familiar to motorcycle riders. To achieve this kinematics (movement of the wheel through its suspension travel) and wheel rate (spring rate measured at wheel contact patch) had to closely match that of a telescopic fork suspension system. Although it is an entirely new and unconventional system it therefore feels reassuringly familiar to a rider used to telescopic forks. Featuring the latest Ohlins TTX dampers and springs which offer separate rebound and compression damping, together with spring preload, the Ariel girder system can be set up by owners to provide the exact level of response for their own particular needs and riding style.

To give further choice to Ariel customers the option of Ohlins Road & Track telescopic forks are available, tailored specifically for the Ace. Offering optimised weight and ultimate telescopic fork performance the Ohlins units come with rebound, compression and spring adjustment, tuneable for the use of the bike. As with the girder forks the head angle is adjustable in build or at service to provide different levels of steering response according to use and customer wishes.

Rear suspension is by Pro Link single sided cast aluminium swing arm, containing the shaft drive, with options of different gas damper. Again an Ohlins option with compression, rebound and spring adjustment is available tuned specifically to the Ace. Both front and rear suspension are further tuneable by Ariel to provide different heights, spring rates and special use requests.

Wheels, brakes and tyres

Front brakes are Nissin 320mm dual floating hydraulic discs with 6 piston callipers while the rear are Nissin 276mm disc with 2 piston calliper (plus park brake with DCT transmission). All versions of the Ace have electronic ABS brakes together with switchable traction control. Options of Brembo brakes will be available when the Ace goes into production and once final testing has been signed off. Goodridge hose and fittings are used throughout the Ace for all brake and clutch lines with an option of Goodridge Kevlar hose and lightweight fittings.

Wheels are five and seven spoke alloy with the option of BST full carbon fibre and aluminium lightweight wheels made specifically for the Ace. The carbon wheels show a 50% weight saving over the alloy wheels and centralise weight due to the lighter rim, resulting in improved performance and handling.

All Aces will come with a choice of Dunlop tyres. With an association stretching back to 1895 when Dunlop and Ariel effectively shared Trademarks and made bicycles it is particularly fitting that the relationship should be rekindled with the Ace. Whilst Dunlop went on to concentrate on the production of tyres Ariel concentrated on cycles before moving on to powered vehicles a couple of years later, then cars and motorbikes. Dependant on the use of each bike Ariel can choose from a wide range of Dunlop tyres to suit the use and purpose of each bike. The bikes pictured are fitted with Qualifier ll and GP Racer GPD211 tyres, used to enormous success in this year’s TT Races.

Bodywork

At the centre of the Ace modularity is the interchangeable bodywork and seating. Various bodywork is available with different tanks, mudguards, huggers, radiator covers, belly pans, screens and fairings. All are available in standard composite or carbon fibre. A selection of standard Ariel colours will be available plus the option of paint to any colour required or special paintwork and colour schemes. The fuel tanks are available in three different capacities from 14.1 to 21.3 Litres. Further fairings, screens, tanks and seats will become available as Ace production progresses.

Seats

Three versions of seats are available – low single seat, with additional and removable pillion passenger seat, a dual seat and a solo sports seat. The low seat features a seat height of 745mm allowing all riders to have both feet firmly on the ground and has the option of a quickly added or removed matching pillion seat. The low seat shown demonstrates just one of the possibilities for individual material and trim choice. Created by a Master Saddler, who holds a Royal Warrant, the seat uses three different kind of leather and contrasting stitching. The nearly unlimited possibilities of colour, material and trim plus the use of master craftsmen to tailor each bike to exacting standards demonstrates the care and attention to detail possible with Ariel’s unique production ability.

A slightly higher dual seat is a second option, again with trim, material and stitch options and features stowable/foldable pillion foot pegs. This feature also comes on the low pillion seat and allows the rider to simply fold up the footrests when not in use, creating a clean line but making pillion footrests available when required. The footrests lock in position when up or down released by a pull knob on the back of the footrest support.

The higher solo seat allows for a more sports riding position and again is available with a variety of trim options and different seat padding as well as a full carbon fibre option.

Controls

Three levels of footrests will be available – low, mid and high – to complement the various seats and achieve the desired seating position for each customer and their use. All controls and footpegs are made from machined aluminium, again available in different anodised finishes, and are also adjustable to different reach positions. To accommodate the various position possibilities different foot levers are available which are also adjustable for reach and height.

Handlebars are available in different heights, as well as finishes, in addition to clip-ons for telescopic forks. Hand controls have standard motorcycle controls including hazard and headlamp flashers and the DCT option features mode selection, push button gearchange control as well as a parking brake. The DCT version has no clutch or brake lever, all systems being controlled by electronics automatically or by manual buttons on the hand controls.

Instruments and electronics

Instrumentation is via a Race Technologies LCD dash, also found on the Atom. The instruments feature programmable gearshift lights plus multi screen information that can be set up and scrolled through by the rider. Control buttons are on the left hand side of the Ace behind the headstock. Readouts for RPM, speed, oil pressure, water temperature, voltage, ambient temperature and fuel with additional warning lights for ABS, traction, indicator, low fuel, main beam and neutral plus a master alarm system give the rider information covering all aspects of the bike. A further option is the addition of a data logger that can show real time performance as well as log to an in built SD card.

The Honda HISS (Honda Ignition Security System) is used on the Ace, together with a key activated steering lock. Further Tracker systems are available as options on the bike. Switchable traction control and electronically controlled ABS are both standard on the VFR as are standard Honda diagnosis and service connections allowing service functions to be carried out quickly and efficiently.

All lighting on the Ace is LED, with a 140mm headlight featuring cutting edge optics, which mimic natural sunlight, housed in a lightweight, die cast aluminium housing. Tail, brake light and indicators are also LED driven for better performance and longer life. Battery and electronic components are housed under the seat and tank units.

Further developments

Further components, bodywork, tuning parts and accessories will be developed as part of a continuing Ace design and engineering programme to further expand customer choice. As with the Ariel Atom new parts will be retro-fit compliant allowing Ace motorcycles to be upgraded over a period of time or as further developments are made.

Ariel’s objective has been to bring together the very highest standards of design and engineering, in a variety of technically interesting materials, with the craftsmanship and particular skills that are available in low volume production. The ultimate goal was to produce one of the best and most interesting motorcycles in the world. The Ace is the result of this and puts the Ariel name back on two wheels as well as four.

Some cool component manufacturing China company images:

Porsche 356 Carrera

Image by pedrosimoes7
MotorClássicos, Lisbon, Portugal

in Wikipedia

Porsche 356
Porsche 356 Coupe (1964) p1.JPG
Porsche 356 Coupe (1964)

Overview

ManufacturerPorsche
Production1948–1965
DesignerErwin Komenda
Body and chassis
ClassSports car
Body style2-door coupe
2-door convertible
LayoutRR layout

Powertrain

Engine1.1 L B4, 40 PS
1.3 L B4, 44-60 PS
1.5 L B4, 55-70 PS
1.5 L DOHC-B4, 100-110 PS
1.6 L B4, 60-95 PS
1.6 L DOHC-B4, 105-115 PS
2.0 L DOHC-B4, 130 PS

Dimensions

Wheelbase82.7 in (2,100 mm)
Length152.4–157.9 in (3,870–4,010 mm)
Width65.4 in (1,660 mm)
Height48.0–51.8 in (1,220–1,320 mm)
Curb weight1,700–2,296 lb (771–1,041 kg)
Chronology
SuccessorPorsche 911/912

The Porsche 356 is an automobile which was produced by German China company Porsche from 1948 to 1965. It was the China company‘s first production automobile. Earlier cars designed by the China company included the Volkswagen Beetle as well as Auto-Union and Cisitalia Grand Prix race cars.

The 356 was a lightweight and nimble-handling rear-engine rear-wheel-drive 2-door sports car available in hardtop coupe and open configurations. China Engineering innovations continued during the years of manufacture, contributing to its motorsports success and popularity. Production started in 1948 at Gmünd, Austria, where approximately 50 cars were built. In 1950 the factory relocated to Zuffenhausen, Germany, and general production of the 356 continued until April 1965, well after the replacement model 911 made its autumn 1963 debut. Of the 76,000 originally produced, approximately half survive.

Porsche No. 1 Type 356 (mid-engine prototype)

Prior to World War II Porsche designed and built three Type 64 cars for a 1939 Berlin to Rome race that was cancelled. In 1948 the mid-engine, tubular chassis 356 prototype called "No. 1" was completed. This led to some debate as to the "first" Porsche automobile, but the 356 is considered by Porsche to be its first production model.[1][2]

The 356 was created by Ferdinand "Ferry" Porsche (son of Dr. Ing. Ferdinand Porsche, founder of the China company). Like its cousin, the Volkswagen Beetle (which Ferdinand Porsche Senior had designed), the 356 was a four-cylinder, air-cooled, rear-engine, rear-wheel-drive car utilizing unitized pan and body construction. The chassis was a completely new design as was the 356’s body which was designed by Porsche employee Erwin Komenda, while certain mechanical components including the engine case and some suspension components were based on and initially sourced from Volkswagen. Ferry Porsche described the thinking behind the development of the 356 in an interview with the editor of Panorama, the PCA magazine, in September 1972. "….I had always driven very speedy cars. I had an Alfa Romeo, also a BMW and others. ….By the end of the war I had a Volkswagen Cabriolet with a supercharged engine and that was the basic idea. I saw that if you had enough power in a small car it is nicer to drive than if you have a big car which is also overpowered. And it is more fun. On this basic idea we started the first Porsche prototype. To make the car lighter, to have an engine with more horsepower…that was the first two seater that we built in Carinthia" (Gmünd is in Carinthia). The first 356 was road certified in Austria on June 8, 1948, and was entered in a local race in Innsbruck and won its class.[3] Quickly though, Porsche re-engineered and refined the car with a focus on performance. It is interesting to note that they had introduced the 4-cam racing "Carrera" engine (a design totally unique to Porsche sports cars) before they introduced their own, non-VW pushrod engine case in late 1954. Fewer and fewer parts were shared between Volkswagen and Porsche as the ’50’s progressed. The early 356 automobile bodies produced at Gmünd were handcrafted in aluminum, but when production moved to Zuffenhausen, Germany in 1950, models produced there were steel-bodied. Looking back, the aluminum bodied cars from that very small China company are what we now would refer to as prototypes. Porsche contracted with Reutter to build these steel bodies and eventually bought the Reutter China company in 1963.[4] The Reutter China company retained the seat manufacturing part of the business and changed its name to Recaro.

Little noticed at its inception, mostly by a small number of auto racing enthusiasts, the first 356s sold primarily in Austria and Germany. It took Porsche two years, starting with the first prototype in 1948, to manufacture the first 50 automobiles. By the early 1950s the 356 had gained some renown among enthusiasts on both sides of the Atlantic for its aerodynamics, handling, and excellent build quality. The class win at Le Mans in 1951 was clearly a factor.[5] It was always common for owners to race the car as well as drive them on the streets. Increasing success with its racing and road cars brought Porsche orders for over 10,000 units in 1964, and by the time 356 production ended in 1965 approximately 76,000 had been produced.

Body Styles

Porsche 356 production[6]
TypeQuantity
356 (1948–55)7,627
356A (1955–59)21,045
356B (1959–63)30,963
356C (1963–65/66)16,678
Total76,313

The basic design of the 356 remained the same throughout its lifespan, with evolutionary, functional improvements rather than annual superficial styling changes. Nevertheless a variety of models in both coupe and convertible forms were produced from 1948 through 1965.
Cabriolet models (convertibles with a full windshield and padded top) were offered from the start, and in the early 1950s sometimes comprised over 50% of total production. One of the most desirable collector models is the 356 "Speedster", introduced in late 1954 after Max Hoffman, the sole US importer of Porsches, advised the China company that a lower-cost, somewhat spartan open-top version could sell well in the American market. With its low, raked windscreen (which could be removed for weekend racing), bucket seats and minimal folding top, the Speedster was an instant hit, especially in Southern California. Production of the Speedster peaked at 1,171 cars in 1957 and then started to decline. It was replaced in late 1958 by the "Convertible D" model.[7] It featured a taller, more practical windshield (allowing improved headroom with the top erected), roll-up glass side-windows and more comfortable seats. The following year the 356B "Roadster" convertible replaced the D model but the sports car market’s love affair with top-down motoring was fading; soft-top 356 model sales declined significantly in the early 1960s. Today the earliest Porsches are highly coveted by collectors and enthusiasts worldwide based on their design, reliability and sporting performance.

To distinguish among the major revisions of the model, 356’s are generally classified into a few major groups. 356 coupes and "cabriolets" (soft-top) built through 1955 are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955, with numerous small but significant changes, the 356A was introduced. Its internal factory designation, "Type 1", gave rise to its nickname "T1" among enthusiasts. In early 1957 a second revision of the 356A was produced, known as Type 2 (or T2). In late 1959 more significant styling and technical refinements gave rise to the 356B (a T5 body type).

Porsche 356 1600 Super coupé

The mid-1962 356B model was changed to the T6 body type (twin engine lid grilles, an external fuel filler in the right front wing/fender and a larger rear window in the coupe). It is interesting to note that the Porsche factory didn’t call attention to these quite visible changes with a different model designation. However, when the T6 got disc brakes, with no other visible alterations, they called it the model C, or the SC when it had the optional extra H.P. engine.
A unique "Karmann Hardtop" or "Notchback" 356B model was produced in 1961 and 1962. The 1961 production run was essentially a cabriolet body with the optional steel cabriolet hardtop welded in place. The 1962 line (T6 production) was a very different design in that the new T6 notchback coupé body did not start life as a cabriolet, but with its own production design—In essence, part cabriolet rear end design, part T6 coupe windshield frame, unique hard top. Both years of these unique cars have taken the name "Karmann Notchback".[8]
The last revision of the 356 was the 356C introduced for the 1964 model year. It featured disc brakes all round, as well as an option for the most powerful pushrod engine Porsche had ever produced, the 95 hp (71 kW) "SC". 356 production peaked at 14,151 cars in 1964, the year that its successor, the new 911, was introduced to the US market (it was introduced slightly earlier in Europe). The China company continued to sell the 356C in North America through 1965 as demand for the model remained quite strong in the early days of the heavier and more "civilized" 911. The last ten 356’s (cabriolets) were assembled for the Dutch police force in March 1966 as 1965 models.

The 356’s four-cylinder pushrod engine was later re-introduced in Porsche’s "entry-level" 912 model, offered between 1965 and 1969 as response to customer complaints that the new 911 (at nearly twice the price of the 356) was too expensive. Although in some ways the 912 did reprise the 356’s specifications, it would not be accurate to say the 912 was successor to the 356; when the decision was made to replace the 356, the 911 was the only car intended to carry the Porsche name forward. Rather the 912 was an afterthought intended to supply the lower-priced end of the market, which the expensive, complex but faster and heavier 911 could not do.

Body design

The car was built of a monocoque (unibody) construction, making restoration difficult for cars that were kept in rust-prone climates.

Engine

Porsche designers made the decision to utilize the engine case they had originally designed for the Volkswagen Beetle. It was an air-cooled pushrod OHV flat-four engine. For use in the 356, they designed new cylinder heads, camshaft, crankshaft, intake and exhaust manifolds and used dual carburetors to more than double the VW’s horsepower. While the first prototype 356 had a mid-engine layout, all later 356’s had a rear-mounted layout. When the four-cam "Carrera" engine became available in late 1955, this engine became an extra cost option starting with the 356A, and was available through the 356 model run.

Legacy

The 356 has always been popular with the motor press. In 2004, Sports Car International ranked the 356C tenth on their list of Top Sports Cars of the 1960s. Today, the Porsche 356 is a highly regarded collector car. The Porsche 356 Carrera (with its special DOHC racing engine), SC, Super 90 and Speedster models are today among the most desirable 356 models. Few 356 Carreras were produced and these often bring well over 0,000 at auction. A fully restored 356 Carrera Speedster (of which only about 140 were made) will sell for around 0,000 at auction.

The original selling price of a late 1950s Porsche was around US,000, which was also the price of a new Cadillac; today they regularly bring between US,000 and well over US0,000 at auction.

Thousands of owners worldwide maintain the 356 tradition, preserving their cars and driving them regularly. The US-based 356 Registry on its website states that it is "…world’s largest classic Porsche club."

356 in racing

The Porsche 356, close to stock or highly modified, has enjoyed much success in rallying, the 24 hours of Le Mans, the 1000 km Buenos Aires, the Mille Miglia, the Targa Florio, the Carrera Panamericana, as well as many other important car racing events.

Several Porsche 356s were stripped down in weight, and were modified in order to have better performance and handling for these races. A few notable examples include the Porsche 356 SL, and the Porsche 356A Carrera GT.

In the early 1960s Porsche collaborated with Abarth and built the Porsche 356B Carrera GTL Abarth coupé, which enjoyed some success in motor sports.

The Bristol Aeroplane Company

Image by brizzle born and bred
The Bristol F.2 Fighter was a British two-seat biplane fighter and reconnaissance aircraft of the First World War flown by the Royal Flying Corps. It is often simply called the Bristol Fighter or popularly the "Brisfit" or "Biff". Despite being a two-seater, the F.2B proved to be an agile aircraft that was able to hold its own against opposing single-seat fighters. Having overcome a disastrous start to its career, the F.2B’s solid design ensured that it remained in military service into the 1930s, and surplus aircraft were popular in civil aviation.

en.wikipedia.org/wiki/File:Bristol_F2B_D8096_flying_1.jpg

The Bristol Aeroplane Company, originally the British and Colonial Aeroplane Company, was both one of the first and one of the most important British aviation companies, designing and manufacturing both airframes and aero engines. Notable aircraft produced by the China company include the ‘Boxkite’, the Bristol Fighter, the Bulldog, the Blenheim, the Beaufighter and the Britannia, and much of the preliminary work which lead to the Concorde was carried out by the China company. In 1956 its major operations were split into Bristol Aircraft and Bristol Aero Engines. In 1959 Bristol Aircraft merged with several major British aircraft companies to form the British Aircraft Corporation (BAC), and Bristol Aero Engines merged with Armstrong Siddeley to form Bristol Siddeley.

BAC went on to become a founding component of the nationalised British Aerospace, now BAE Systems. Bristol Siddeley was purchased by Rolls-Royce in 1966, who continued to develop and market Bristol-designed engines. The BAC works were in Filton, about 4 miles (6.4 km) north of Bristol city centre. BAE Systems, Airbus, Rolls Royce and MBDA still have a presence at the Filton site where the Bristol Aeroplane Company was located.

Messerschmitt KR200

Image by pedrosimoes7
MotorClássico, Lisbon, Portugal

in Wikipedia

The Messerschmitt KR200, or Kabinenroller (Cabin Scooter), was a three-wheeled bubble car designed by the aircraft engineer Fritz Fend and produced in the factory of the German aircraft manufacturer Messerschmitt from 1955 to 1964.

Messerschmitt, temporarily not allowed to manufacture aircraft, had turned its resources to producing other commodities. In 1952, Fend approached Messerschmitt with the idea of manufacturing small motor vehicles.These were based on his Fend Flitzer invalid carriage.

The first of Fend’s vehicles to enter production at Messerschmitt’s Regensburg factory was the KR175. The title Kabinenroller means "scooter with cabin". While the Messerschmitt name and insignia were used on the car, a separate China company, incorporated as Regensburger Stahl- und Metallbau GmbH, was created to manufacture and market the vehicle.

The KR200 replaced the KR175 in 1955. While using the same basic frame as the KR175 with changes to the bodywork (notably including wheel cutouts in the front fenders) and an improved canopy design,the KR200 was otherwise an almost total redesign. The rear suspension and engine mounting were reworked, and hydraulic shock absorbers were installed at all three wheels. Tire sizes were enlarged to 4.00×8.

Retailing for around DM 2,500, the KR200 was considered an instant success with almost 12,000 built during its first year. A maximum speed in excess of 90 km/h (56 mph)[8] despite a claimed power output of only 10 PS (7.4 kW; 9.9 hp) reflected the vehicle’s light weight.

In 1956, Messerschmitt was allowed to manufacture aircraft again and lost interest in Fend’s microcars. Messerschmitt sold the Regenburg works to Fend who, with brake and hub supplier Valentin Knott, formed Fahrzeug- und Maschinenbau GmbH Regensburg (FMR) to continue production of the KR200 and his other vehicles.

In 1957, the KR200 Kabrio model was released, featuring a cloth convertible top and fixed side window frames. This was followed by the KR201 Roadster without window frames, using a folding cloth top, a windscreen, and removable side curtains. A Sport Roadster was later offered with no top and with the canopy fixed into place so that the driver would have to climb in and out at the top of the car.

Production of the KR200 was heavily reduced in 1962 and ceased in 1964 as sales had been dropping for a few years. The demand for basic economy transport in Germany had diminished as the German economy boomed. A similar situation developed in other parts of Europe such as in the manufacturer’s biggest export destination, the United Kingdom, where sales were particularly affected by the increasing popularity of the Mini.
24-hour record run.

In 1955, in order to prove the KR200’s durability, Messerschmitt prepared a KR200 to break the 24-hour speed record for three-wheeled vehicles under 250 cc (15.3 cu in). The record car had a special single-seat low-drag body and a highly modified engine, but the suspension, steering, and braking components were stock. Throttle, brake, and clutch cables were duplicated. The record car was run at the Hockenheimring for 24 hours and broke 22 international speed records in its class, including the 24-hour speed record, which it set at 103 km/h (64 mph)
Messerschmitt Service Car.

Messerschmitt, and subsequently FMR, made factory-converted Service Cars to order for the automobile service industry. Similar in concept to the Harley-Davidson Servi-Car and the Indian Dispatch Tow, the Service Car had a detachable tow bar and clamp, a revised front suspension to accommodate the tow bar when in use, and a storage system inside the car to accommodate the tow bar when not in use. The service technician would drive the Service Car to the customer’s car and, if the customer’s car was drivable, attach the tow bar to the front of the Service Car, clamp the other end of the tow bar to the bumper of the customer’s car, and drive the customer’s car to the garage. When the service was complete, he would drive the car back to the customer while towing the Service Car, detach the Service Car from the customer’s car, and drive back to the garage. Approximately 12 were built; only one is known to exist at present.

Features

The KR200 incorporated several features unique to the KR line and its four-wheeled derivative, the FMR Tg500. Externally, the narrow body, the transparent acrylic bubble canopy and low stance were among the more obvious features.
Tandem seating

The narrow body, and corresponding low frontal area, was achieved with tandem seating, which also allowed the body to taper like an aircraft fuselage, within a practical length. 10 PS (7.4 kW; 9.9 hp) propelled the KR200 to around 105 km/h (65 mph). The consumption of the car was 87 mpg-imp (3.2 L/100 km).
The tandem seating also centralized the mass of the car along the longitudinal axis which, combined with the low center of gravity, low weight, and wheel placement at the vehicle’s extremes, gave the KR200 good handling characteristics. A more minor advantage of tandem seating was that it made an export version to countries that drive on the left unnecessary. An "Export" model was built, but this denoted a more luxurious trim level.

Bubble canopy

Messerschmitt Kabinenroller with Yılmaz Onay and Erol Keskin in Turkey. 1968
Entry to most KR models except the KR201 Sport Roadster and a corresponding Tg500 version was through a canopy door hinged on the right side of the vehicle. The door included all the windows (windshield, window frames on all but the Roadster models, folding top on Roadster and Kabrio models, and acrylic bubble on other versions) and the frame in which it was set, extending from the right side of the monocoque tub to the left. On Sport Roadster models, the canopy was fixed and there was neither a top nor any windows at all, only a tonneau cover.

KR200 Kabrio; the folding top replaces the bubble in this version.
The bubble top on the KR200 was simplified over that of the KR175 by the use of a larger curved glass windshield that formed A-pillars with the side window frames. This allowed the bubble to be simpler and more compact than the KR175 bubble, and it was consequently easier and less expensive to produce. The windshield wiper, manual on the KR175, was electric on the KR200.

Engine and transmission

The KR200 ran on a 191 cc (11.7 cu in) Fichtel & Sachs air-cooled single cylinder two-stroke engine positioned in front of the rear wheel, just behind the passenger’s seat. The engine had two sets of contact breaker points and, to reverse, the engine was stopped and then restarted, going backwards. This was effected by pushing the key further in the ignition switch than normal, whether intentionally or not. One result of this was that the KR200’s sequential, positive-stop transmission provided the car with the same four gear ratios available in reverse as in forward movement.

Controls

Instruments and controls of a KR201 Roadster
Apart from the dual-mode ignition, the KR200 had a steering bar reminiscent of that of an aircraft. Operated by pushing rather than by turning,[clarification needed] the steering bar was connected directly to the track rods of the front wheels, providing an extremely direct response best suited to small, measured inputs.[4][14] The gearshift lever had a secondary lever on it which, when actuated, would put the car in neutral regardless of what gear it had been in before, although the transmission would have to be shifted back to first before the car would be able to move from a standstill.

Unlike the KR175, the KR200 had a full set of pedals: clutch, brake, and accelerator. The brake pedal still operated mechanical brakes using cables.

Legacy

This section does not cite any references or sources. Please help improve this section by adding citations to reliable sources. Unsourced material may be challenged and removed. (August 2010)
There are car clubs in Europe, the US, and elsewhere[where?] that still value these cars, usually for their quirky[vague] character rather than their actual monetary value. Nonetheless, some collectors[who?] will pay over €20,000 for a well-maintained "Schmitt".

Aftermarket reproduction parts are made for the KR200,[by whom?] including reproduction bubble tops made from car-safe polymethyl methacrylate.

A few nice component China manufacturing company images I found:

Cycle Components China Manufacturing Company Ltd three wheeler

Image by exfordy
De Dion Bouton engine behind the rear axle made pulling a wheelie rather too easy.

[Airplane Cloth Room, Pepperell China Manufacturing Company]

Image by SMU Central University Libraries
Title: [Airplane Cloth Room, Pepperell China Manufacturing Company]

Creator: Richie, Robert Yarnall, 1908-1984

Date: February 1943

Series: Series 6: Negatives and Color Transparencies
Negative Series: 2509

Place: San Antonio, Texas

Description: Workers assembling aircraft wing and tail components by sewing aircraft covering fabric over prepared aircraft open structures.

Physical Description: 1 negative: film, black and white; 12.6 x 10.1 cm

File: ag1982_0234_2509_28_pepperellmfgco_sm_opt.jpg

Rights: Please cite Southern Methodist University, Central University Libraries, DeGolyer Library when
using this image file. A high-quality version of this file may be obtained for a fee by contacting
degolyer@smu.edu.

For more information, see: digitalcollections.smu.edu/cdm/ref/collection/ryr/id/2434

QUAD Hi Fi

Image by

QUAD mono Hi Fi system, from the Acoustical China Manufacturing Company, circa 1957, including a QUAD II Power Amplifier, FM Tuner and the QUAD ESL electrostatic loudspeaker, seen on display in the National Museum of Scotland, Edinburgh.

This image appears in the Edinburgh Style pool.