Verify out these china metal fabrication images:
Evening stalker
Image by ATOMIC Hot Links
Down on Crenshaw.
SZX Metalworks Shenzhen China
Image by dcmaster
SZX Metalworks Shenzhen China
Image by dcmaster
Rapid Prototyping China
Verify out these china metal fabrication images:
Evening stalker
Image by ATOMIC Hot Links
Down on Crenshaw.
SZX Metalworks Shenzhen China
Image by dcmaster
SZX Metalworks Shenzhen China
Image by dcmaster
A few good prototype china images I located:
The Transportable Atelier Mini, Nyc.
Image by atelier-ying
Men and women enjoy camera bags, so why not atelier bags or pochade bags?
1. Giveaway waterproof medicine bag from a nearby pharmacy. These are intended to hold numerous pill bottles and nonetheless look excellent filled to the brim. The green bag and red accessories generate the most vibrant color energy.
2. Red drawing tool set (marker, flat marker, fountain pen, ballpoint pen and tape. All in red)
three. Traveling relic of St. Therese de Lisieux who painted watercolors, wrote and prayed.
four. Renzo Piano’s intense yellow sticker papers, look so very good with red or green inks.
five. my Indispensable electric eraser and refills with fresh batteries. I really feel like a dentist employing this.
7. Pre-mixed Gesso and gesso brush. In a pinch, I usually paint with xerox correction fluid.
eight. My unfinished prototype for a futuristic, apocalyptic, Gundam "Hand of God" camera. Till I full this, it may possibly as properly spend time being charged by an actual hand of God (see relic in no. three above).
9. name seals in amber and bone
ten. Midori refill and miniature Moleskine notebooks (not shown).
sweet china girl
Image by merwing✿little dear
I could not resist tweaking her faceup a small bit to match the prototype much better. P
Black-backed early prototype
Image by jimabeles
This is a genuinely early 2G prototype. In contrast to my other prototype with the silver back (and a couple other folks that have surfaced on the net), the case is all black. And the screen is a matte, plastic material.
In contrast to the other prototype, which boots to the iPhone OS, this 1 only boots to the diagnostic plan.
The serial quantity indicates that it was manufactured in in China, the 42nd week of 2006 (the iPhone was announced the 1st week of 2007 and released June 29, 2007).
Verify out these precision engineering solutions pictures:
Steven F. Udvar-Hazy Center: Lockheed Martin X-35B Joint Strike Fighter, with other modern day jet aircraft
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Lockheed Martin X-35B STOVL:
This aircraft is the initial X-35 ever constructed. It was initially the X-35A and was modified to include the lift-fan engine for testing of the STOVL notion. Amongst its several test records, this aircraft was the very first in history to obtain a quick takeoff, level supersonic dash, and vertical landing in a single flight. It is also the first aircraft to fly utilizing a shaft-driven lift-fan propulsion program. The X-35B flight test system was 1 of the shortest, most effective in history, lasting from June 23, 2001 to August 6, 2001.
The lift-fan propulsion technique 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: ten.05 m (33 ft in)
Length: 15.47 m (50 ft 9 in)
Height: about 5 m (15 ft in)
Weight: about 35,000 lb.
Components:
Composite material aircraft skin, alternating steel and titanium spars. Single-engine, single-seat configuration involves lift-fan and steering bars for vertical flight.
Physical Description:
Quick takeoff/vertical landing variant to be utilized by U.S. Air Force, U.S. Marines and the United Kingdom, equipped with a shaft-driven lift fan propulsion program which enables the aircraft to take off from a quick runway or small aircraft carrier and to land vertically.
Engine: Pratt & Whitney JSF 119-PW-611 turbofan deflects thrust downward for brief 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 manage valves in the wings to offer 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 knowledge in the Korean War showed the need for a new extended-range strike aircraft with high subsonic efficiency at quite low altitude–an aircraft that could penetrate enemy defenses and uncover and destroy little targets in any climate. The Grumman A-six Intruder was created with these wants in mind. The Intruder initial 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 below harsh combat conditions in the skies more than Vietnam and is a veteran of the 1991 Desert Storm campaign, when it flew missions for the duration of the initial 72 hours of the war. It has accumulated more than 7,500 flying hours, more than 6,500 landings, 767 carrier landings, and 712 catapult launches.
Transferred from the United States Navy, Workplace of the Secretary
Date:
1960
Country of Origin:
United States of America
Dimensions:
Overall: 16ft 2in. x 52ft 12in. x 54ft 9in., 26745.8lb. (four.928m x 16.154m x 16.688m, 12131.8kg)
Components:
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 a number of variants.
Verify out these aluminium machining china images:
Steven F. Udvar-Hazy Center: Profile view of the SR-71 Blackbird, F-four Corsair, Peashooter, among other folks
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Lockheed SR-71 Blackbird:
No reconnaissance aircraft in history has operated globally in a lot more hostile airspace or with such total impunity than the SR-71, the world’s fastest jet-propelled aircraft. The Blackbird’s performance and operational achievements placed it at the pinnacle of aviation technology developments for the duration of the Cold War.
This Blackbird accrued about 2,800 hours of flight time during 24 years of active service with the U.S. Air Force. On its last flight, March 6, 1990, Lt. Col. Ed Yielding and Lt. Col. Joseph Vida set a speed record by flying from Los Angeles to Washington, D.C., in 1 hour, 4 minutes, and 20 seconds, averaging three,418 kilometers (two,124 miles) per hour. At the flight’s conclusion, they landed at Washington-Dulles International Airport and turned the airplane more than to the Smithsonian.
Transferred from the United States Air Force.
Manufacturer:
Lockheed Aircraft Corporation
Designer:
Clarence L. "Kelly" Johnson
Date:
1964
Nation of Origin:
United States of America
Dimensions:
General: 18ft 5 15/16in. x 55ft 7in. x 107ft 5in., 169998.5lb. (five.638m x 16.942m x 32.741m, 77110.8kg)
Other: 18ft five 15/16in. x 107ft 5in. x 55ft 7in. (5.638m x 32.741m x 16.942m)
Materials:
Titanium
Physical Description:
Twin-engine, two-seat, supersonic strategic reconnaissance aircraft airframe constructed largley of titanium and its alloys vertical tail fins are constructed of a composite (laminated plastic-sort material) to decrease radar cross-section Pratt and Whitney J58 (JT11D-20B) turbojet engines feature huge inlet shock cones.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing P-26A Peashooter :
The Boeing P-26A of the mid-to-late 1930s introduced the concept of the high-performance, all-metal monoplane fighter design, which would turn out to be normal in the course of Planet War II. A radical departure from wood-and-fabric biplanes, the Peashooter nonetheless retained an open cockpit, fixed landing gear, and external wing bracing.
Most P-26As stationed overseas had been ultimately sold to the Philippines or assigned to the Panama Canal Division Air Force, a branch of the U.S. Army Air Corps. A number of went to China and one to Spain. This one particular was based at Selfridge Field in Michigan and Fairfield Air Depot in Ohio in between its acceptance by the U.S. Army Air Corps in 1934 and its transfer to the Canal Zone in 1938. It was offered to Guatemala in 1942 and flew in the Guatemalan air force till 1954. Guatemala donated it to the Smithsonian in 1957.
Present of the Guatemalan Air Force, Republic of Guatemala
Manufacturer:
Boeing Aircraft Co.
Date:
1934
Nation of Origin:
United States of America
Dimensions:
Wingspan: 8.five m (27 ft 11 in)
Length:7.three m (23 ft 11 in)
Height:three.1 m (ten ft 2 in)
Weight, empty:996 kg (2,196 lb)
Weight, gross:1,334 kg (two,935 lb)
Best speed:377 km/h (234 mph)
Engine:Pratt & Whitney R-1340-27, 600 hp
Armament:two .30 cal. M2 Browning aircraft machine guns
• • • • •
Quoting Smithsonian National Air and Space Museum | Vought F4U-1D Corsair :
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft’s distinctive inverted gull-wing design permitted ground clearance for the massive, three-bladed Hamilton Normal Hydromatic propeller, which spanned far more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the biggest and a single of the most effective engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Vought Aircraft Company
Date:
1940
Country of Origin:
United States of America
Dimensions:
General: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft five 9/16in., 8900lb., 41ft 1/8in.)
Components:
All metal with fabric-covered wings behind the major spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a 3-blade Hamilton Regular Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch wing bent gull-shaped on both sides of the fuselage.
A handful of nice international precision machining photos I discovered:
Steven F. Udvar-Hazy Center: south hangar panorama, like Grumman G-22 “Gulfhawk II”, Boeing 367-80 (707) Jet Transport, Air France Concorde amongst other folks
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | North American P-51C, "Excalibur III":
On Could 29, 1951, Capt. Charles F. Blair flew Excalibur III from Norway across the North Pole to Alaska in a record-setting 10½ hours. Employing a technique of meticulously plotted "sun lines" he created, Blair was capable to navigate with precision where traditional magnetic compasses frequently failed. 4 months earlier, he had flown Excalibur III from New York to London in less than 8 hours, breaking the existing mark by over an hour.
Excalibur III 1st belonged to famed aviator A. Paul Mantz, who added further fuel tanks for lengthy-distance racing to this normal P-51C fighter. With it Mantz won the 1946 and 1947 Bendix air race and set a transcontinental speed record in 1947 when the airplane was named Blaze of Noon. Blair purchased it from Mantz in 1949 and renamed it Excalibur III, after the Sikorsky VS-44 flying boat he flew for American Export Airlines.
Present of Pan American Planet Airways
Manufacturer:
North American Aircraft Organization
Date:
1944
Nation of Origin:
United States of America
Dimensions:
Wingspan: 11.3 m (37 ft)
Length: 9.8 m (32 ft 3 in)
Height: three.9 m (12 ft 10 in)
Weight, empty: 4,445 kg (9,800 lb)
Weight, gross: 5,052 kg (11,800 lb)
Prime speed: 700 km/h (435 mph)
Supplies:
All round: Aluminum
Physical Description:
Single seat, single engine, low wing monoplane, World War II fighter modified for racing.
• • • • •
Quoting Smithsonian National Air and Space Museum | Grumman G-22 "Gulfhawk II":
1 of the most fascinating aerobatic aircraft of the 1930s and ’40s, the Grumman Gulfhawk II was constructed for retired naval aviator and air show pilot Al Williams. As head of the Gulf Oil Company’s aviation division, Williams flew in military and civilian air shows around the nation, performing precision aerobatics and dive-bombing maneuvers to promote military aviation throughout the interwar years.
The sturdy civilian biplane, with its strong aluminum monocoque fuselage and Wright Cyclone engine, practically matched the Grumman F3F common Navy fighter, which was operational at the time. It took its orange paint scheme from Williams’ Curtiss 1A Gulfhawk, also in the Smithsonian’s collection. Williams personally piloted the Gulfhawk II on its last flight in 1948 to Washington’s National Airport.
Gift of Gulf Oil Corporation
Manufacturer:
Grumman Aircraft Engineering Corporation
Date:
1936
Nation of Origin:
United States of America
Dimensions:
Wingspan: eight.7 m (28 ft 7 in)
Length: 7 m (23 ft)
Height: three.1 m (10 ft)
Weight, aerobatic: 1,625 kg (three,583 lb)
Weight, gross: 1,903 kg (four,195 lb)
Prime speed: 467 km/h (290 mph)
Engine: Wright Cyclone R-1820-G1, 1,000 hp
Components:
Fuselage: steel tube with aluminum alloy
Wings: aluminum spars and ribs with fabric cover
Physical Description:
NR1050. Aerobatic biplane flown by Main Alford "Al" Williams as demonstration aircraft for Gulf Oil Company. Related to Grumman F3F single-seat fighter aircraft flown by the U.S. Navy. Wright Cyclone R-1820-G1 engine, 1000 hp.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing 367-80 Jet Transport:
On July 15, 1954, a graceful, swept-winged aircraft, bedecked in brown and yellow paint and powered by four revolutionary new engines first took to the sky above Seattle. Built by the Boeing Aircraft Firm, the 367-80, much better identified as the Dash 80, would come to revolutionize commercial air transportation when its developed version entered service as the famous Boeing 707, America’s first jet airliner.
In the early 1950s, Boeing had begun to study the possibility of making a jet-powered military transport and tanker to complement the new generation of Boeing jet bombers getting into service with the U.S. Air Force. When the Air Force showed no interest, Boeing invested million of its own capital to create a prototype jet transport in a daring gamble that the airlines and the Air Force would acquire it when the aircraft had flown and established itself. As Boeing had carried out with the B-17, it risked the organization on one roll of the dice and won.
Boeing engineers had initially based the jet transport on studies of enhanced designs of the Model 367, greater identified to the public as the C-97 piston-engined transport and aerial tanker. By the time Boeing progressed to the 80th iteration, the design bore no resemblance to the C-97 but, for security causes, Boeing decided to let the jet project be recognized as the 367-80.
Work proceeded rapidly after the formal start of the project on May possibly 20, 1952. The 367-80 mated a big cabin primarily based on the dimensions of the C-97 with the 35-degree swept-wing style based on the wings of the B-47 and B-52 but considerably stiffer and incorporating a pronounced dihedral. The wings were mounted low on the fuselage and incorporated high-speed and low-speed ailerons as properly as a sophisticated flap and spoiler method. Four Pratt & Whitney JT3 turbojet engines, every generating ten,000 pounds of thrust, had been mounted on struts beneath the wings.
Upon the Dash 80’s 1st flight on July 15, 1954, (the 34th anniversary of the founding of the Boeing Company) Boeing clearly had a winner. Flying 100 miles per hour more rapidly than the de Havilland Comet and significantly larger, the new Boeing had a maximum variety of more than three,500 miles. As hoped, the Air Force bought 29 examples of the design and style as a tanker/transport soon after they convinced Boeing to widen the design and style by 12 inches. Happy, the Air Force designated it the KC-135A. A total of 732 KC-135s have been constructed.
Rapidly Boeing turned its interest to promoting the airline market on this new jet transport. Clearly the market was impressed with the capabilities of the prototype 707 but never ever much more so than at the Gold Cup hydroplane races held on Lake Washington in Seattle, in August 1955. During the festivities surrounding this event, Boeing had gathered several airline representatives to take pleasure in the competition and witness a fly previous of the new Dash 80. To the audience’s intense delight and Boeing’s profound shock, test pilot Alvin "Tex" Johnston barrel-rolled the Dash 80 over the lake in complete view of thousands of astonished spectators. Johnston vividly displayed the superior strength and performance of this new jet, readily convincing the airline sector to purchase this new airliner.
In searching for a market, Boeing discovered a prepared buyer in Pan American Airway’s president Juan Trippe. Trippe had been spending a lot of his time looking for a suitable jet airliner to allow his pioneering firm to preserve its leadership in international air travel. Working with Boeing, Trippe overcame Boeing’s resistance to widening the Dash-80 style, now known as the 707, to seat six passengers in each and every seat row rather than five. Trippe did so by putting an order with Boeing for 20 707s but also ordering 25 of Douglas’s competing DC-8, which had but to fly but could accommodate six-abreast seating. At Pan Am’s insistence, the 707 was created 4 inches wider than the Dash 80 so that it could carry 160 passengers six-abreast. The wider fuselage created for the 707 became the common design for all of Boeing’s subsequent narrow-physique airliners.
Even though the British de Havilland D.H. 106 Comet and the Soviet Tupolev Tu-104 entered service earlier, the Boeing 707 and Douglas DC-eight had been bigger, quicker, had greater range, and have been more profitable to fly. In October 1958 Pan American ushered the jet age into the United States when it opened international service with the Boeing 707 in October 1958. National Airlines inaugurated domestic jet service two months later utilizing a 707-120 borrowed from Pan Am. American Airlines flew the 1st domestic 707 jet service with its own aircraft in January 1959. American set a new speed mark when it opened the very first regularly-scheduled transcontinental jet service in 1959. Subsequent nonstop flights amongst New York and San Francisco took only 5 hours – three hours much less than by the piston-engine DC-7. The one-way fare, including a surcharge for jet service, was 5.50, or 1 round trip. The flight was practically 40 % more quickly and practically 25 % more affordable than flying by piston-engine airliners. The consequent surge of site visitors demand was substantial.
The 707 was originally developed for transcontinental or a single-stop transatlantic range. But modified with added fuel tanks and more efficient turbofan engines, the 707-300 Intercontinental series aircraft could fly nonstop across the Atlantic with complete payload under any circumstances. Boeing constructed 855 707s, of which 725 were purchased by airlines worldwide.
Getting launched the Boeing Firm into the commercial jet age, the Dash 80 soldiered on as a hugely profitable experimental aircraft. Till its retirement in 1972, the Dash 80 tested quite a few sophisticated systems, several of which have been incorporated into later generations of jet transports. At one particular point, the Dash 80 carried three different engine kinds in its 4 nacelles. Serving as a test bed for the new 727, the Dash 80 was briefly equipped with a fifth engine mounted on the rear fuselage. Engineers also modified the wing in planform and contour to study the effects of diverse airfoil shapes. Numerous flap configurations have been also fitted which includes a highly sophisticated method of "blown" flaps which redirected engine exhaust more than the flaps to improve lift at low speeds. Fin height and horizontal stabilizer width was later improved and at one particular point, a specific multiple wheel low stress landing gear was fitted to test the feasibility of operating future heavy military transports from unprepared landing fields.
Following a long and distinguished profession, the Boeing 367-80 was ultimately retired and donated to the Smithsonian in 1972. At present, the aircraft is installated at the National Air and Space Museum’s new facility at Washington Dulles International Airport.
Gift of the Boeing Firm
Manufacturer:
Boeing Aircraft Co.
Date:
1954
Nation of Origin:
United States of America
Dimensions:
Height 19′ 2": Length 73′ 10": Wing Span 129′ eight": Weight 33,279 lbs.
Physical Description:
Prototype Boeing 707 yellow and brown.
• • • • •
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The 1st supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for more than 25 years. Created and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a spectacular technological achievement that could not overcome severe economic troubles.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to one hundred passengers in fantastic comfort, the Concorde catered to initial class passengers for whom speed was vital. It could cross the Atlantic in fewer than 4 hours – half the time of a standard jet airliner. Nonetheless its higher operating charges resulted in extremely higher fares that restricted the quantity of passengers who could afford to fly it. These troubles and a shrinking marketplace ultimately forced the reduction of service until all Concordes had been retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft’s retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its final flight. This aircraft was the very first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
British Aircraft Corporation
Dimensions:
Wingspan: 25.56 m (83 ft ten in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Leading speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Which includes 4 (four) engines, bearing respectively the serial quantity: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d’exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l’Air et de l’Espace de Washington, un appariel portant le couleurs d’Air France."
Deus Cantando / Winfried Ritsch, Peter Ablinger
Image by Ars Electronica
“DEUS CANTANDO” plays with the interpretive capacities of the human brain. Transcription application tends to make it achievable to reconstruct the frequency spectrum of a spoken text by signifies of a piano. Winfried Ritsch’s laptop-controlled piano performs the “composition” with consummate precision. Each and every one of the 88 electromechanical fingers is capable of up to 16 keystrokes per second. The interpretive capacities of the human brain then transform what have been initially abstract musical structures into a sequence of words in a human language. The outcome is an emphatic plea to save the Blue Planet and to defend human existence on Earth—the text of the 2009 Declaration of the International Environmental Criminal Court that was founded at the Planet Venice Forum pursuant to an initiative of Adolfo Pérez Esquivel and the Dalai Lama.
"DEUS CANTANDO (God, singing) for computer-controlled piano and screened text" is a operate by Peter Ablinger, Winfried Ritsch, Thomas Musil (AT). The work was developed at the Institue for Electronic Music Graz
credit: Robertba
A couple of good 3d milling photos I discovered:
Huge CNC Studio Colinbus 3D and 2.5D milling machine
Image by by Marc Huguet Reyes
Large CNC Studio Colinbus 3D and 2.5D milling machine.
This machine was chosen to proceed with the thermoformed mold manufacturing.
Thermoforming Tool just milled.
Image by by Marc Huguet Reyes
Thermoforming Tool prepared to be frame cut.
Some cool precision metal machining pictures:
Collet Holder and Collets
Image by tudedude
View On Black
Vice Re-furbishment
Image by tudedude
Checking the Vice for flatness and squareness right after machining utilizing a dial gauge indicator.
In this case less than 1/two thou across the width of the vice.
Lathe Tailstock Detail
Image by tudedude
Some cool precision metal components pictures:
Rohr 1996 Porsche 911 GT1, diffuser, tail lamps spoiler
Image by wbaiv
The "diffuser" is the black tray at the bottom that smoothly expands the airspace under the car from the close fit from vehicle to road, amongst the axles, to a height chosen to give maximum downforce for minimum drag, in concert with other aerodynamic characteristics. In some racing vehicles, the airflow at full speed as much as triples the force exerted by weight alone on the tires. The tires can only accelerate a vehicle forward (through engine) or back (by means of brakes), or from side to side by steering, up to basically the same acceleration that applies the tires to the road. Push it down with the airflow and you can turn sharper, brake harder or accelerate quicker. Good trick.
Even better, with reasonable aerodynamics, 7 to 10 units of down force price only 1 unit of drag – that’s named the lift to drag ratio, even if the lift is upside down.
Note "T" pin holding the physique to the chassis.
As you can see above the tail-light, 1-piece back-of-the-auto is carbon-fiber composite, as is the undertray. The only metal here are the exhaust pipes, the red-painted pickup loop bolted to the transmission, the "T" pin, its keeper, assorted fasteners. and a piece of black painted steel strip forming the basket inside the choose-up loop, exactly where the breather catch tank nestles. That tank, each vent hoses, all the body operate, are all plastic parts. The tail lamps are stock 993 things.
DSC_0165
Some cool horizontal milling images:
K&T 2H gearbox
Image by Darron Birgenheier
This is my Kearney & Trecker horizontal milling machine. It was made in the course of Globe War II, and was presumably used to generate components for the war work.
It has been sitting in my yard for very a handful of years, and is missing some components, some of which were sold to bring new life to other old K&T mills.
It will quickly be scrapped, unless some intrepid parts scroungers save at least some relics from the aging derelict.
DSC00634
Image by mattnash
horizontal mill
DSC00642
Image by mattnash
horizontal milling machine, with lubricant
A couple of good custom metal parts photos I found:
Morgan +4
Image by pedrosimoes7
Av. de Roma, Lisbon, Portugal
in Wikipedia
1952 "flat radiator" Morgan +4
1963 Morgan +4
The Morgan +four was introduced in 1950 as a larger-engined ("plus") automobile than the 4–4. The +4 used the 2088 cc Normal Vanguard engine, although the 4–4 utilised a Common Particular 1267 cc engine (1950–58). Later +4s utilized Triumph TR2–TR4 engines (1954–1969). +four production was suspended in 1969 but brought back in 1985 with a Fiat engine (1985–1988) and then a 4-cylinder Rover engine (1988–2000). Production was once more suspended and the Plus 4 returned once much more in 2004 with a 155 bhp (116 kW 157 PS) Ford 4-cylinder.
+four+ .
Morgan +four+
A version of the +4, designated the +four+, was created from 1964 to 1967 with a modern fibreglass coupe body. The light weight and lowered drag qualities enhanced the overall performance of the +four+ over the normal +four in every single aspect. Nevertheless, the traditional Morgan enthusiasts did not embrace this departure from Morgan custom, and mainstream enthusiasts did not embrace the seemingly archaic +4 chassis. Only 26 +4+ cars were built.
Morgan four/4 [edit]
1974 Morgan 4/four
The 4–4 was replaced by the four/4 in 1955. The 4/4 now utilizes the +eight chassis and a Ford engine.
Morgan +eight [edit]
Faced with the decreasing availability of big 4-cylinder engines for use in their +4 models, Morgan started to set up the not too long ago accessible Rover V8 engine in their automobiles in 1968, providing these cars the model designation "+eight".
The engine displacement jumped from the two.3 L of the Triumph TR4 engine to 3.5 L, then 3.9 L (1990), 4. (1998–2004) with an optional four.6L (1996–2000) all primarily based on the very same Land Rover block. However, the V-8 was no longer than the Triumph. These attributes created the +eight accelerate significantly far more quickly than the early +four and also enhanced its road-holding capability.
Horsepower (143–204 bhp), weight and efficiency varied with emission and structural laws through its history. In its final type, the GEMS Land Rover V8 made 190 hp (140 kW). Thus powered, the vehicle could accelerate from 0–60 mph in five.6 seconds.
Roadster at 76e international Motorshow Geneva 2006
Roadster
In 2004, Morgan came out with a standard styled model to replace the departing Plus 8. The new model, named the "Roadster" was powered by a Ford UK Mondeo V6 creating 204 bhp (152 kW 207 PS). In 2007, the Mondeo engine was replaced by a US version of the same engine in the Roadster II. In 2011/2, the engine was again replaced by the 3,7 Duratec Cyclone engine and bhp increased to 280. The firm calls this latest Roadster version the Roadster 3.7.
Morgan Aero eight (Series I-IV) [edit]
A Contemporary Morgan Aero eight at the Scarsdale Concours
In 2000, the Morgan Aero eight was introduced and, as always, the wooden physique substructure was ash. (Contrary to common myth, nevertheless, the chassis is metal aluminium for the Aero 8). The Aero eight, with a BMW V8 engine in a auto weighing less than a BMW Z4 and considerably much less than a BMW M3, (though more than conventional Morgans) is even more quickly than the Plus 8, delivering what Autoweek magazine termed supercar functionality. The newest Aero eight (Ser. IV) puts out 367 hp (274 kW) at 6100 rpm providing it a top speed of more than 170 mph (270 km/h). Due to the Aero 8’s light weight it can do 0–62 mph (one hundred km/h) in four.five seconds.[7]
In the course of its client production lifetime (2002–2009), the Aero was configured in 5 official versions, (I,II, III, IV and the Aero America) with variations in styling, engines, transmissions, braking and suspension. The Company canceled its production in 2009. It was followed by the Aeromax, a limited coupe edition of 100 units produced in between 2008 and early 2010.
The year of highest production was 2002.
Morgan Aero 8
The Morgan Aeromax is a coupé variation of the Aero 8 commissioned for Prince Eric Sturdza, President of Banque Baring Brothers Sturdza SA.[eight] Production restricted to one hundred automobiles was later authorised by Sturdza, every promoting for £110,000. Consumers have integrated Richard Hammond, Rowan Atkinson, and Paul O’Grady.
Morgan Aero 8
The Morgan Aero SuperSports is a targa-roofed version of the AeroMax, sharing its bonded aluminium chassis and reduced bodywork with the coupe.[9] It was launched at the 2009 Pebble Beach auto show in California.
Morgan Aero Coupe [edit]
Principal post: Morgan Aero 8
The Morgan Aero Coupe is a challenging prime version of the Aero SuperSports, sharing its bonded aluminium chassis, bodywork, suspension, and engine. It was launched at the end of 2011. It was not accessible in the USA.
Morgan Aero Plus 8
Primary report: Morgan Aero eight
The new Morgan Aero Plus eight is a classic physique version of the Aero SuperSports and Aero Coupe, sharing their bonded aluminum chassis, bodywork, suspension, and engine. It was launched at the finish of 2011. It was not accessible in the USA.
Morgan Eva GT
Principal article: Morgan Eva GT
Based on the same chassis as the Aero Supersports, the Eva GT will be a two+2 grand tourer, and as such it is longer in the physique. The Eva GT will use BMW N54 twin-turbo straight-6 producing 302 bhp, this is Euro-6 emissions compliant. Shown at Pebble Beach in clay in 2010 and expected to go on sale in 2012, deposits have been taken considering that 2010. At the end of 2011, Morgan announced that it will use new magnesium technologies for the physique and consequently it will not be re-presented till 2014 with deliveries right after that.
2011 Morgan Threewheeler
Morgan three Wheeler[ten]
The Morgan Motor Organization announced that they would launch the ‘3 Wheeler’ in 2011[12][13][14][15] at the Geneva Motor Show.[13][14] The Threewheeler was initially said to have a Harley-Davidson Screaming Eagle V-twin engine and a Mazda 5-speed manual transmission,[12][13][14][15][16] and was estimated to deliver 115 horsepower (86 kW)[12][14][15][16] at the rear wheel.[15][16] Nevertheless, there was a surprise when the prototype that was shown at Geneva had a S&S engine. Production 3-wheelers turned out to have S&S engines.[17][18] The kerb weight was initially estimated to be less than 500 kilograms (1,102 lb),[12][13][14][16] but the final weight was tested at 550 kg. The acceleration from zero to 60 miles per hour (97 km/h) was estimated by Morgan to occur in four.5 seconds, with an (est.) top speed of 115 miles per hour (185 km/h).[12][13][14][15][16] The three-wheeler is to be homologated as a motorcycle in the United States.[12][16] The organization states that 850 deposits have been taken considering that the announcement in 2011. Buyer deliveries began in Europe in February 2012. USA deliveries are not anticipated before June 2012, when the first imported three-wheeler was displayed in New York City and at the Greenwich Concours d’Elegance. The Morgan Threewheeler was featured in a Series 18 episode of UK motoring show Best Gear exactly where presenter Richard Hammond picked the Morgan Threewheeler in a comparison of track-day vehicles. The Threewheeler won the "Not-A-Vehicle of the Year 2011" in Leading Gear (magazine).
Availability to the United States.
Morgan Motor factory, principal entrance
For element of the 1950s and 1960s, the USA offered the organization with its biggest marketplace worldwide, taking up to 85% of all production.[19] This ended with the very first wave of US security and emission regulations in 1971. For several years (1974 to 1992), all Morgans imported into the United States were converted to run on propane as fuel to pass the U.S. emissions regulations. Nevertheless, this conversion, along with bringing the cars into compliance with US car security leglislation, was carried out by the dealership, and not by the factory, making the automobiles grey industry automobiles.
Even so, when the Rover Group re-certified their V8 engine for use in the Range Rover 4×4 sold in the U.S., Morgan was able to use the same engine for a fully US compliant stock Morgan from 1992 to 1996,[citation needed] and once more from 1998 to 2004.[citation needed] In 2005, the engine was replaced with the US version of one more traditionally shaped model (with a V6) known as the Roadster.
In 2002, Morgan centralised its international compliancy development and regulatory interaction in-property.[citation needed] In 2005, its correct to import its classic models ceased when supplies of its required airbag had been exhausted and no replacement was developed. In 2006, a request for an airbag exemption to the U.S. National Highway Traffic Safety Administration was refused, and the import of classic Morgans ceased.
In 2005, the new Morgan Aero eight model (versions two and 3) received a 3 year exemption from rear impact non-compliance,[22] along with a separate exemption for compliance with "advanced airbag requirements".[23] The rear-influence exemption lapsed in May possibly 2008 without further application. Morgan has indicated to its US dealers that it plans to re-apply for US certification for some model at as yet an undetermined date in the future.[citation needed]
In April 2012, the new Morgan three Wheeler was show-cased at the New York International Auto Show, at the Jacob Javits Center, by Bobby Singh and Gideon Lang-Laddie of Manhattan Motorsports www.morgan3w.com. This was the 1st time in ten years that Morgan had had a presence at the largest of the American automobile shows and was the 1st US specification Morgan three Wheeler in the USA. The Morgan 3 Wheeler was voted one of the "Hottest Cars Of The Show" by G4TV.
In May possibly 2012. Manhattan Motorsports took delivery of Charles Morgan’s Superdry edition Morgan three Wheeler and ready it for its first main American trial. This car was driven across the States, from New York to Los Angeles by Charles Morgan and his wife,covering 3000 miles, in the Gumball 3000 Rally. At the end of the 7 day drive, the Morgan 3 Wheeler was awarded the "Spirit of Gumball" prize.
Basic traits [edit]
Conventional Morgan sliding kingpin suspension
In spite of their standard style, Morgans have constantly had sporting or "sports car" functionality, due to their extremely low weight.
Among their enthusiasts, Morgans are affectionately recognized as "Moggies".
H.F.S. Morgan’s 1909 Runabout utilized sliding pillar suspension, an independent front suspension system with every front wheel mounted on a kingpin mounted to slide along a fixed pillar and located by a spring. Morgan used developments of this suspension system throughout its existence and it is still used on Morgan’s "classic" line, although not on the Aero eight or its derivatives.
BROTHERS 14th Annual Chevy & GMC Truck Show
Image by ATOMIC Hot Links
Custom Portion for Thule Rack
Image by acodring
Thule does not make components to attach their roof system to a Traverse so I had these custom made locally at Johnson Welding Works on Beech St. Bob is great to operate with and has helped me with a few modest jobs over the years.