Měl jsem malé štěstí a tak se u mě potkaly dvě poměrně unikátní knížky o Osobních automobilech Tatra. Pokud je mezi vámi nějaký automobilový fanda, neměl by tuto sbírku všech osobních vozů (od Prasidenta až po Tatra 700 a další zajímavé koncepty) minout.

Knížku jsem objevil k prodeji na jenom jediném místě a to za 1600,-Kč. Nabízím ji zde:

http://www.aukro.cz/item776706247.html

Pokud máte zájem, ale nejste registrováni na aukru, či máte nabídku jiné ceny (při rychlém jednání slevím). Ozvěte se mi – pošlu vám fotografie a odpovím na otázky.

by J Kraus

Tatra 87 of Miroslav Zikmund and Jiří Hanzelka, Egypt, 1947

Most automobile enthusiasts are quite familiar with the road trip. The lore and romance of the open road, the potential of new discoveries, a flexible itinerary, the promise of new adventures. In the halcyon days of yore, road trips also contained a fair element of danger. Tire punctures were a common nuisance; breakdowns an always threatening menace. Mobile phones and GPS systems existed only in science fiction. One couldn’t telegram for a replacement part to be flown out, because airfreight did not exist. Failed components had to be repaired or re-fabricated locally.

One normally thinks of a road trip as a journey encompassing a weekend or maybe a few weeks at most. How about a 3 1/2 year road trip? That is just what Miroslav Zikmund and Jiří Hanzelka set out on 62 years ago.

These two Czechoslovakian gentlemen met at the Trade Academy of Prague in 1938 where they were studying engineering. Both were intrepid travelers and together they hatched a courageous scheme to explore the world’s five major continents by automobile.

Their initial expedition would explore the length and breadth of Europe, Africa and the Americas. Accomplished diarists and photographers, they would document their travels in writing, film and motion pictures.

They were able to secure a new vehicle for their mission from Tatra who realized the publicity value of such an enterprise. Any extended journey is made more enjoyable if one is behind the wheel of an especially interesting automobile. In the 1940’s, few automobiles were more exotic or technically intriguing then the Tatra 87.

A carryover model from before the war, the 87 was designed by Austrian engineer Dr. Hans Ledwinka. As befitting a Ledwinka design, the 87 featured a backbone chassis, fully independent suspension and a rear-mounted engine. In this instance, the powerplant was a 2.9 litre single-overhead-cam air-cooled V8. As an illustration of how far ahead of its time the 87 was, consider that the world would not see another mass-produced overhead cam V8 engine until 1963.

Like the Lamborghini Miura that would arrive 30 years later, visibility was via a vertical rear window built into the bulkhead forward of the engine, complimented by a series of horizontal louvers in the engine lid that enabled both rearward sightlines and extraction of hot air from the engine compartment. A central rear stabilizing fin kept the lateral center of aerodynamic pressure near the car’s center of mass, minimizing side wind disturbance.

Miroslav and Jiří spent a full three months at Tatra headquarters learning correct maintenance procedures and all plausible repair operations before embarking of their odyssey in the new 87. One must remember that cars of the 1940’s needed maintenance every few thousand miles and the service life of many components was rather short by contemporary standards. Numerous spares had to be carried on board.

The two men departed Prague on 22 April 1947 and started their journey heading south through Europe and on to Africa through the Sahara desert. They were the first travelers to ever traverse Africa by car.

Calculating the route using 1940's navigation technology

While crossing Tanzania they proudly planted the Czechoslovakian flag on the 5,882 meter (19,298’) summit of Mount Kilimanjaro. Eventually reaching the Southern tip of the Dark Continent, the Tatra was hoisted aboard a ship at Cape Town and they steamed across the Atlantic toward Buenos Aires. Throughout the trip they wired a total of 702 progress reports that were broadcast over Czech Radio.

Disembarking in Argentina, the duo headed Northward through South America, crossing the Andes a few times, including a drive over the Ticlio Pass in Peru at an altitude of 4,860 meters (15,940 ft). Eventually, they traversed Central America and entered the United States. Looping back South to explore the Eastern side of South America, they finally boarded ship for the return to Europe. They arrived to a hero’s welcome in Prague on 1 November 1950 with thousands welcoming their return.

Bolivia, 1949

It had been quite a journey. They travelled 61,700 km in the Tatra and explored 44 countries. In many instances, they were the first foreigners that local populations had ever seen. Miroslav and Jiří wrote hundreds of pages of journals during their travels, took thousands of photographs, shot many short films and assembled a few full-length films.

They undertook their second trip between 1959 and 1964. This was more expedition than road trip, and on this excursion, the duo used two prototype Tatra 805 trucks with trailers, visiting the Middle East, Asia, Indonesia and Japan.

In the 1950’s and 1960’s, they published ten volumes of their journals from the trips, and their films were quite popular in Czech movie theatres.

Jiří Hanzelka and Miroslav Zikmund

Their faithful silver Tatra 87 is now in the care of the National Technical Museum in Prague and a permanent exhibition of their adventures is installed at the Museum of Southwest Moravia in Zlín.

Tatra Cars Road Test Collection
This portfolio of articles from around the world traces the 100 year history & provides a fascinating look at a truly unconventional marque. Included are road tests, new model reports, performance data & specs. Models covered: President, V-12, T57, T77, T87, T97, Tatraplan & Sport, Monopost, T603, T2-603, T605 Sport, T607, T613, T613-2, Metalex Tatra V8 Supersport and the T700. A total of 140 fully illustrated pages. Softback.

Esperti dell’abominevole uomo delle nevi, lo Yeti, si sono recati in Polonia dopo che un uomo ha filmato una “mostruosa e pelosa creatura” mentre domenica era sui monti Tatra. E’ da secoli che esistono leggende su di uno Yeti polacco ma questa è la prima volta che questa strana creatura è stata filmata.

Piotr Kowalski, 27 anni, di Varsavia era su di un sentiero sui monti Tatra in Polonia quando vide una capra di montagna su di un pendio. Inizio a filmare, la sua attenzione fu subito attirata dallo Yeti che stava venendo fuori da alcune rocce.
“Ho visto questo enorme essere scimmiottante che si nascondeva dietro le rocce. Quando lo vidi sembrava come se fosse stato colpito da un fulmine”, disse al quotidiano Superexpress.
“Venendo da Varsavia, non ho mai creduto alle storie locali di un selaggio uomo-scimmia che vagabonda sui pendii. Ma ora si.”
Il film è stato portato per un esame alla Nautilus Foundation che ora a che ha a che fare con un fenomeno inspiegabile.
“Il film mostra chiaramente qualcosa che si muove su due gambe ed è più grande di un uomo normale”. diceil Presidente della Fondazione Robert Bernatowitz. “Ma siccome le riprese sono molto mosse è difficile dire che cos’è esattamente. Abbiamo bisogno di andare sul posto e vedere che tracce abbia lasciato”.

short link: http://wp.me/plKDA-dC

Jednym z mych obowiązkowych na każdym wyjeździe zajęć jest nagrywanie zapowiedzi transportowych – nieważne czy mówi automat na nowiutkim dworcu, czy znudzony homo sovieticus pracujący na kolei od czterdziestu lat. Nagrywam komunikaty w tramwajach, trolejbusach, metrze; jedynie autobusy mnie nudzą, ale i z nich znajdą się pamiątki. Zboczenie? Owszem, zboczenie maniaka transportowego.

Najpiękniejszy tramwaj świata – Tatra T3 – na ulicy Hviezdoslavovej w Koszycach.

Jako że nie jestem jedynym tego typu maniakiem, postanowiłem podzielić się zbiorami z ostatnich dwóch lat. Wrzuciłem na zewnętrzne serwery nagrania z dworców kolejowych i wagonów metra – być może komuś się spodoba.
Jeśli znajdą się chętni na tego typu pliki, podzielę się kiedyś jeszcze nagraniami tramwajowymi i trolejbusowymi; musiałbym jednak najpierw poradzić sobie z zalegającymi na dysku dziesiątkami nieuporządkowanych plików.

Dworce.rar – 30,06 MB – 88 nagrań z rozmaitych części Polski, a także z Rosji, Ukrainy, Słowacji, Czech i Australii. Jakość różna.

Metro.rar – 5,68 MB – 24 nagrania z metra kijowskiego, petersburskiego i praskiego.

Pliki przetestowane programem antywirusowym Avast 4.8.

by J Kraus

Coat of Arms of the former USSR (CCCP)

As a light rain falls outside on a chilly and moonless night in Berlin, I find myself sitting in the front room of the Café Adler on the corner of Friedrichstrabe and Zimmerstrabe, just a few meters from what was once Checkpoint Charlie. Men and women crossing through the notorious portal once faced life-changing or indeed, life threatening circumstances. Visitors to the East sometimes found that they could check in but not check out.

I invite you to throw on your trench coat, turn the collar up and join me for a glass of Kirschwasser as I travel back in time to the days of the Cuban Missile Crisis, the Philby Affair and the Portland Spy Ring.

While literary and cinematic secret agents of the West like James Bond and John Drake traveled in sleek and sporting Bentleys, Aston Martins, Sunbeam Alpines and Mercedes SL’s, real life undercover operatives mostly drove around in much more prosaic machinery more suitable to the fictional Harry Palmer and George Smiley. Nowhere was this truer than in the Eastern Block where agents had to get by with vehicles generally several years behind their Western equivalents. Here is a sampling of the vehicles that were at their disposal.

• Russian KGB:

Depending on the mission at hand, operatives of the Komitet Gosudarstvennoy Bezopasnosti had a number of vehicles from which to choose. For light reconnaissance work or information gathering, a low level agent carrying little but a 7.62 Torkarev sidearm could utilize a light and maneuverable Zaporoschez.

Zaporoschez G-200

The Zaporoschez ZAZ G-200 was powered by a 750cc V4 air-cooled rear-engine, and was roughly the size of a Fiat 600.

If First Directorate Department IV and V operatives had to enter the West toting ricin pellets, umbrella guns and other tools of the trade, they would most likely rely on a roomier and more powerful Moskvitch or Volga to execute the mission.

Moskvitch 407

The Moskvitch 400 Series were initially powered by 1220 and 1360 cc pushrod inline fours. In the late 1960’s, the 412 was introduced, powered by a 1500 cc engine with an overhead camshaft and pent-roof combustion chambers derived heavily from the design of the 1963 BMW 1500. The 400 series was one of the best known of the Eastern Bloc cars. In addition to being marketed in Western Europe, the 412 was entered into major international rallies, finishing 20th and 22nd in the 1968 London-Sydney Marathon and 12th in the 1970 London-Mexico World Cup Rally. A larger alternative to the Moskovitch was the 2.5 litre GAZ-21 M Volga.

GAZ 21 M Volga

If a small team of agents armed with PPSh-41’s with 35-round magazines was needed to carry out an assassination or other wet work and enough luggage space was needed to extract the evidence, they would likely requisition a GAZ-13 Seagull (Chaika) with it’s 6.0 litre V8, pushbutton-controlled automatic transmission and enough luggage space to accommodate a few ex-enemy agents.

GAZ 13 Chaika

A small number of GAZ 24’s were built specifically as KGB pursuit vehicles with 5.5 litre versions of the Chaika V8 in lieu of their normal 2.5 four inherited from the 21 M.

• East German Stasi

When Stasi (MfS) agents entered the West through the very crossing at which I now overlook, they could cross the border behind the wheel of the the infamous two-stroke Sachsenring Trabant with it’s bodywork constructed of Duraplast phenolic resin reinforced with cotton strands.

1963 Sachsenring Trabant P 60

The acrid exhaust of the two-stroke engine would handily serve to keep following vehicles (usually Mercedes 180 Pontons driven by West German BfV agents) at a far enough distance to easily miss a package tossed out the window at a secluded dead drop.

Wartburg 312 Coupé

A step up was the Wartburg 311. The 311 had plenty of space for a couple of Karabiner S carbines or an SVD Dragunov sniper rifle with telescopic sight and extended stock. A three-cylinder 2-stroke engine powered the Wartburg, driving the front wheels. The chassis was well designed, with upper and lower A-arms in the front and semi-trailing arms at the rear combined with a rear anti-roll bar.

Stasi agents on a tight time schedule preferred to carry out operations in the more powerful Sachsenring P240.

Sachsenring P240 in the 1966 film, "Funeral in Berlin"

The P240 was powered by the prewar Horch 2.4 six cylinder engine.

• Czechoslovakian Státní Bezpenost (StB)

The Tatra 603 was the most technically intriguing Communist Bloc vehicle. The Tatras were often used by high level StB controllers to travel from headquarters in Prague to rendezvous with agents in Vienna while toting 7.65 Skorpion vz. 61 machine pistols and booby-trapped microfilm canisters.

Tatra 603

The 603, with its 2.5 litre rear-mounted air-cooled V8 and all-independent suspension was a good choice to hustle along either highways or war-ravaged back roads.

Skoda Octavia Touring Sport

If an agent wanted a more discreet vehicle, a variety of Skodas were available, like this 1963 1.2 litre twin-carburetor Octavia Touring Sport. Skodas were noteworthy among small front-engine rear-drive cars for featuring independent rear suspension.

• Polish 2nd Directorate Wojskowa Stuzba Wewnetrzna (WSW):

Agents of the WSW shouldered 9 mm CZAK P-64 sidearms and slid into trusty FSO Warszawa 202 and 223 sedans to get the job done.

Warszawa 202

The 200-Series were powered by 2.1 litre 4 cylinder engines and were availble in fastback (202) or notchback (223) styles.

If you are in the mood to immerse yourself into the gritty cold war zeitgeist of the fifties and sixties, I can heartily recommend watching the aforementioned Funeral in Berlin along with The Ipcress File of 1965, both starring Michael Caine as agent Harry Palmer, a character created in the espionage books by Len Deighton. These films were produced by Harry Saltzman (of James Bond fame) and were meant to be a tougher and more realistic series of spy films. They were.

Two others bear mention: Spy Who Came in from the Cold (1965) with Richard Burton, based on the John le Carré novel and The Quiller Memorandum (1966) with Alec Guinness, based on the book by Adam Hall. Porsche aficionados in particular will enjoy this one as Mr. Guinness spends a good bit of time driving around Berlin in a Ruby Red Porsche 356B T6 Cabriolet.

by J Kraus

Air-cooled horizontally-opposed 12-cylinder powerplant

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I have always been a fan of air-cooled engines. I even enjoy the mechanical noises that emanate from their insides, unmuffled by water jacketing and walls of cast metal. It serves as a reminder that the car is powered by an engine containing many precision parts moving in high speed synchronization, sort of like an Audemars Piguet running on high octane fuel.

Air-cooling offers advantages in simplicity, light weight and low cost. Automotive air-cooled engines are actually cooled by both air and oil. Basic cooling is provided by generous fins on the cylinders and cylinder heads which expose as much surface area as possible to the cooling air forced across them by an engine-driven fan. Located in the airstream is a heat exchanger to control the temperature of the engine oil. Flow though the cooler is generally controlled by an oil pressure valve that flows oil through the cooler only when the viscosity drops below a pre-determined threshold, indicting that the oil is has reached operating temperature.

A major limitation of air-cooling is that above an engine output of around 100 Kw (135 DIN hp), supplementary external oil cooling in the form of remote heat exchangers is needed. This significantly detracts from the inherent design elegance of air-cooling and diminishes the cost and weight saving advantages. The Porsche 356’s powered by the 4-cam Fuhrmann engine used two such remote oil coolers mounted in front behind the horn grilles. The 911 incorporated a much larger integral cooler mounted on the crankcase, nonetheless, even in original 2.0 litre form, Porsche recommended fitting an additional cooler when using the car “for sports purposes” and as the power output of the 911 steadily increased, the front-mounted cooler eventually became standard fitment.

1936 Tatra T97

Air-cooling was quite rare before World War II. By the early 1940’s only the Czechoslovakian Tatra flat four and V8 and the VW flat four were being produced. Following the war, both Tatra and VW restarted manufacturing of their air-cooled engines, the Tatra V8 staying in production though 1975 and the VW flat four (redesigned in 1960 along the same lines) lasting through 2003.

After the war Citroen and Panhard and DKW joined the air-cooled club with the 2CV and Dyna X and the Porsche 356 débuted with a modified version of the VW engine. Later Fiat introduced the Nuova 500 with an air-cooled twin. The Nuova 500 was also produced under license in Austria by Steyr-Puch who developed their own engine for the car; a horizontally-opposed air-cooled twin with hemispherical combustion chambers. The Styer-Puch 650TR, using a high output version of this engine, won the Group 2 European Rally Championship in 1966. In 1959, Chevrolet introduced the Corvair with a horizontally-opposed air-cooled six-cylinder engine.

Then came the final generation of air-cooled engines. The decade of the sixties represented the peak of development of air-cooled engine designs, with significant advancements over those created earlier. All these engines featured overhead camshafts, hemispherical combustion chambers and the ability to rev to 7,000 rpm or higher.

NSU 1000

1967 NSU 1000, 1963-1973

The first genuine 1960’s design to come to market was the NSU 1000 launched in 1963. This was the world’s first inline four-cylinder to incorporate air-cooling since the ill-fated 1923 Chevrolet, and the first air-cooled automotive engine with an overhead camshaft.

NSU 1000 Engine

The engine was constructed of an aluminum block with two sets of iron cylinders cast in pairs, and a pair of twin cylinder heads. The cooling fan was built into the flywheel and a single overhead camshaft was driven by a chain from the nose of the crankshaft. One, 1.1 and 1.2 litre versions were built. Uniquely, the engines were mounted transversely, just behind the rear axle.

NSU 1000 TTS Engine

It was a robust engine with a strong and rigid crankshaft supported by five main bearings. Soon after introduction, the sporting TT variant was launched with twin carburetors and later, the fabled TTS. The TT and TTS versions would happily spin up to 7000 rpm in stock form and were a favorite of sedan racers of the period, facing off against Mini-Coopers and Fiat-Abarths. The NSU’s won many European Touring Car Challenge Division 1 awards including 1st at Spa in 1967 and 1971 and 2nd at Zandvoort in 1968 and 1970. They also achieved class victories in the 1968 Marathon de la Route and the 1974 German Hillclimb Championship.

Porsche 911:

Porsche 911, 1964-1998

Probably the most iconic air-cooled engine among enthusiasts was introduced in the Porsche 911 of 1964. Designed by Paul Hensler and Hans Mezger to supercede both the standard 356 engine and the 4-cam Furhmann engine, the horizontally-opposed six cylinder was originally produced as a 2.0 liter with an aluminum crankcase and aluminum cylinder barrels with cast iron liners. Each cylinder was topped with its own aluminum cylinder head with a fully machined combustion chamber. The single overhead camshafts were chain driven. Cooling was provided by a belt driven cast magnesium fan surrounding the alternator. The air ducting was molded from fiberglass-reinforced resin.

Early Porsche 911 2.0 Engine with Dual Triple-Throat Weber Carburetors

The crankcase had a dry sump, with a single dual-chamber pump handling both pressure and scavenging functions. An eight-litre oil reservoir and full flow filter were located behind the right-rear wheel. In 1970, oil spray jets were added to cool the underside of the pistons, a feature which became the norm for turbocharged engines in the years following. In addition to the dry sump lubrication system, the 911 featured a unique fuel system.

Conventional carburetors relied on a very accurate fuel level in the float chamber to control the final fuel mixture. This worked very well in a stationary vehicle, but once subject to the centrifugal and inertial forces of cornering, acceleration and braking, the sloshing fuel caused the mixture to vary considerably. This is a concern in any engine but especially critical in an air-cooled application since running lean can cause operating temperatures to soar to dangerous levels in short order. To address this issue, Porsche and Solex engineers developed a radically new fuel delivery system for the new 911. Each bank of the engine was equipped with three single-throat Solex “Spill-Tube” carburetors which shared a single fuel reservoir mounted below the carburetor base.

An electric pump delivered fuel from the tank to the reservoirs. An engine-driven double fuel pump (one chamber for each bank) continuously recirculated fuel from the reservoirs to the carburetors. The fuel chambers in the carburetors were kept 100% full at all times, the excess fuel exiting through the spill-tubes and back into the reservoirs. It was a brilliant design, but unfortunately Solex were never able to perfect the system and Porsche had to switch to conventional carburetion.

911 2.8 RSR Engine with High Butterfly Mechanical Fuel Injection, Magnesium Velocity Stacks and Dual Ignition

Porsche immediately took this new engine to the track, installing tuned versions in the 904/6 in 1965 and the 906 the following year. In 1967 a near-identical version to the 906-spec powerplant was made available in the 911R that developed 210 DIN hp at 8000 rpm, an output that would not again be available to the public in a 911 until the Carrera 2.7 RS of 1972. For lesser mortals, the first 911S was introduced at the same time with 160 hp at 6600 rpm, achieved through higher compression, more aggressive cam timing and revised carburetion.

Over the years the engine grew in steady increments from 2.0 to 3.6 litres and was developed in both normally aspirated and turbocharged form. It went on to win almost every major race in the world in which it was entered including the Monte Carlo Rally in 1968, 1969, 1970 and 1978, the Tour de France in 1970, the Targa Florio in 1966 and 1973, and Le Mans in 1979.

Porsche 917

Porsche 917, 1969-1975

One of the most legendary racing cars of all time, the Porsche 917, was powered by a air-cooled horizontally-opposed 12-cylinder DOHC engine of between 4.5 and 5.6 litres, in both normally aspirated and turbocharged form. Another Paul Hensler and Hans Mezger design, the basic architecture was largely based on Paul’s eight-cylinder Porsche Formula One engine of 1962.

917 Engine, 4.5 litres, naturally aspirated, 1969

To reduce torsional stresses on the long 12-cylinder crankshaft, all takeoffs for power and ancillary drives were taken from the center of the crank. In 911 fashion, each cylinder had its own individual aluminum head. These were topped with a common camshaft carrier, one per bank. The dual overhead camshafts, four in all, were gear driven. Low weight, both in terms of the complete engine, and the rotating masses within, was a key priority. The crankcase was aluminum-magnesium alloy and the cam carriers and cam covers were magnesium. Cylinder barrels were aluminum with nikasil liners. The connecting rods, rod bolts, fan drive shaft, auxiliary and output shafts and other miscellaneous hardware were made of titanium. The fan shrouding, cooling fan and intake stacks were fiberglass. The cooling fan displaced up to 148 cubic meters of air per minute.

917 Engine Cross Sectional View

Like the 911, the 917 employed a dry sump oiling system. This one utilized no less than seven pumps. A triple unit in the sump provided pressure and scavenging of the front and rear of the crankcase, and four small pumps located at each end of the exhaust camshafts allowed for scavenging oil from the cylinder heads. The system held 30 litres of oil. Each cylinder had dual spark plugs, ignited by two seperate distributors. Fuel was supplied by Bosch mechanical fuel injection. The initial batch of 4.5 litre versions produced 520-580 hp at 8500 rpm, the turbocharged versions generated up to 1580 hp on full boost.

The 917 won Le Mans and the World Sportscar Championship title in 1970 and 1971, the Interserie Championship from 1970-1973 and the Can-Am Championship in 1972 and 1973. During the 1973 season, it won every single race. In 1975 a 917 set a closed course speed record of 356 kph/220 mph at Talladega Speedway, hitting over 400 kph/250 mph on the straight sections.

Citroën GS

Citroën GS, 1970-1986

Finally, the last production air-cooled automobile; the Citroën GS. The GS went into production in 1970 and garnered the European Car of the Year award in 1971. In accordance with traditional small-Citroën practice, it made use of an opposed engine driving the front wheels, this time with four cylinders. Initially just 1.0 liter in displacement, it was ultimately enlarged to 1.3 liters. The crankcase and heads were cast of aluminum and the cylinder barrels were cast iron. The cooling fan mounted directly to the nose of the crankshaft in the manner of the earlier Citroën twins. Following another practice dating back to the original 2VC, the connecting rods were one-piece and installed on a built-up crankshaft.

GS Engine

Like the Porsche 911 engine, the GS employed overhead camshafts, but toothed belts rather than chains drove them. Another revver, the engine produced its maximum power at 6750 rpm.

A unique feature of the engine was that the crankcase incorporated a double oil pump; an internal section for the engine oil and an external one to supply fluid pressure for the GS’s hydropneumatic suspension system. The engines compact layout allowed for the spare wheel to be stored in the engine bay, a Citroën tradition.

GS Engine Cross Sectional View

While largely renowned as an economical family sedan, the GS also enjoyed a career in rallying, finishing 6th overall at Caledonia in 1973, 4th at the Rally Torre del Oro of Spain in 1975 and 3rd at Cyprus in 1977.

There are two I left out as they sold only in small numbers but are worthy of mention: the Honda air-cooled twin of the 360/600 (1967-1972) and air-cooled in-line four of the short-lived but technically intriguing Honda 1300 and 1300/9 Coupe (1969-1973) developed under the direction of none other than the majordomo himself, Soichiro Honda. The 1300 engine was an inline four with a flywheel fan in the style of the NSU 1000. What made it unique was that unlike other air-cooled engines that utilized sheet metal or fiberglass ducting to contain and direct the flow of cooling air over the engine, the cooling passages of the 1300 were cast into the block and head. This served to considerably reduce the noise level. In 1300/9 form, the quad-carb dry-sump unit produced 110 DIN hp at 7300 rpm.

The Citroën GS engine would prove to be the last automotive air-cooled engine. With the increasing emphasis on low emissions, fuel efficiency, larger displacements and heat producing ancillaries; air-cooling was no longer an option. Air-cooled engines traditionally ran slightly rich to reduce combustion temperatures. Unfortunately, this both reduces fuel efficiency and increases hydrocarbon emissions. In addition, the cooling system of most modern cars has to cope not only with engine heat, but the heat generated by the air conditioning condenser and power steering and transmission fluids. These additional loads tip the balance well in favor of a liquid cooling system. Finally, it is quite difficult to design a multi-valve cylinder head for an air-cooled engine as space quickly runs out for adequate fin sizing and airflow.

Can’t wait to ski there again.

Touring and skiing with friends is a great experience. Touring and skiing solo could be even better, but making solo descents from the end of difficulty scale is the most powerful of all.

During last solo ski trip of this season I’ve managed to climb and ski one of 5 most difficult ski descents in polish Tatra Mountains. It’s a modern one first done in 2000 by two great polish skiers and mountain guides – Tomasz Gąsienica Mikołajczyk and Edward Lichota UIAGM/IVBV. The difficulty grade is 6. The line is very steep and exposed (don’t fall).

The day after I was back again to ski other route on the right (number 5 on the photo). Both of them are demending but you feel the 5 to 6 difference very well.

I’ve find out after that a couple of ski alpinists have seen me during the ascent and took a photo. They were so kind to send me a photo they have took.

click the photo to see it bigger

Ski-routes difficulty level in polish Tatra Mountains use a scale form 1-5 while the 6th grade is reserved for the most steepest runs in very demanding terrain  There are only five descents confirmed as 6th grade.

Wyżnia Zmarzła Przełęcz to Zmarzły Staw known also as “Honoratka” is a exemplary 5th grade descent (as written in Ski touring in the Polish High Tatras Guide Book). In early winter season it’s a tipical alpine route with some ice climbing involved but in the spring time this steep and very narrow couloir is skiable !

1950. május elsejére befejezték a Marx tér (ma Nyugati tér) felújítását illetve rendezését, melynek egyik eleme a Balzac, Visegrádi és Kádár utcát érintő villamos hurokvágány építése volt azzal a céllal, hogy majd innen indulhassanak az újpesti és angyalföldi gyárak munkásait szállító járatok. De innen indult 1950. november 7-én a vadonatúj Sztálin (ma Árpád) hídra tervezett 33-as villamos. (A 70-es troli mellett ez a másik híres hírhedt számozású járat, mely az aznap éppen 33 éves Nagy Októberi Szocialista Forradalom után kapta jelzését).

Marx tér

Ebben az évben már létezett 33-as villamos, de mivel a hídavatáshoz szükség volt az úgy mond dicsőséges számra, az eredetit átszámozták 22-esre. A történet végül 1984-ben lett kerek, mivel az Árpád hídon – a 33-as helyett – közlekedő új villamos ugyanis az 1-es számot kapta. Vagyis a nagyvásártelepi 1-esből 33-as lett, az óbudai 33-asból meg 1-es.
Az óbudai villamosok egy helyi viszonyokhoz képest hosszú életet éltek meg ebben a formában, hiszen csak 1981-ben alakították át az akkori Nyugati tér-Óbuda közötti járatok vonalát, illetve helyezték át végállomásaikat.

Szintén 1981-ben megszűnt az  (óbudai) 11-es és 33-as, valamint a 12-es és 14-es villamosok végállomását áthelyezték az Élmunkás (ma Lehel térre). A 33-as járat megszűnésének többek között az akkor még Sztálin nevét viselő híd felújítása és a budai oldal rendezése is oka volt. Néhány évig ugyan szünetelt itt a közlekedés, de ez idő alatt előkészítették a BKV történetének legnagyobb és leghosszabb pályaépítését, mely még máig sem készült el teljesen.

Az első szakaszt a Bécsi és a Lehel út között 1984. november 6-án adták át az utazóközönségnek. Az akkori vezetés – kissé talán nagyképűen – gyors villamosnak nevezte a járatot, és kijelentették, hogy az építkezés nem áll le, a cél Dél-Buda. Ekkor még ugyan hiányzott egy híd, de ez nem lehetett akadály… Legközelebb három évvel később 1987-ben adtak át újabb szakaszt, a Kacsóh Pongrác, majd ismét három évvel később a Thököly útig. 1993-ra a Kerepesi, 1995-re a Salgótarjáni útig jutott el a villamos. Itt egy hosszabb kényszerpihenőt tartottak az építkezéssel és csak 2000-re ért ki a járat a villamospálya alapjaival már megágyazott Lágymányosi híd pesti hídfőjéhez, ahol most is van a végállomása. Szintén 2000-ben, mivel az 1-es vonalát a Lágymányosi hídig meghosszabbították, megszüntetik a 23-as villamost.
A tervek szerint egészen az Etele térig kéne egyszer elérnie a villamosvonalnak, de rossz nyelvek szerint ezt az indítványt a négyes metró építkezése hátráltatja, mivel az 1-es villamos elvinné az Etele úti lakótelep forgalmának legalább felét.

Elfogadta a Főváros Közgyűlés az 1-es és 3-as villamos meghosszabbításáról szóló előterjesztést. A 44 mrd forintos beruházásra 70 százalékos támogatást kér a közgyűlés az uniótól.
A tervek szerint a két villamos meghosszabbítása, vonalának felújítása, új villamosok beszerzése 2009-ben kezdődne és 2011 végén fejeződne be. Az 1-es villamost átvezetik a Lágymányosi hídon a Budafoki útig (1 kilométerrel hosszabb pályát jelent), a 3-ast pedig a Soroksári úton a HÉV Pesterzsébet felső megállójáig (ez 720 méter új pályát jelent)

MTI, 2008. július 15.

A járat végállomásai a pesti oldalon

Az, hogy 11 év kellett a villamos egyetemvárosi meghosszabbításához valószínűleg a város eddigi egyik legszégyenteljesebb  cselekedete, illetve nem cselekedete. Az Etele tér és a Kelenföldi pályaudvar környékének rendezésével kapcsolatban fölmerült több lehetőség is a BKV és a Volán végállomások elhelyezésével kapcsolatban, ezek közül talán az egyik leghasznosabb az Etele úti és a Vasút utcai pálya föld alatti összekötése és föld alatti visszafogó vágányos végállomás kiépítése szintben vagy szinteltolásban az autóbusz végállomással.

A Marx téri vágányok elhelyezéséről szóló kép Hamster oldaláról származik (hampage.hu)

One of the most beautiful places I’ve ever seen.

Warnet, tempat dimana loe bisa Menjelajah dunia maya, mencari berbagai informasi mulai dari bisnis, gosip, curhat, pendidikan, sosial, dsb. Kebanyakan sih main Game offline maupun Online. Warnet adalah suatu jasa buat loe-loe semua untuk bermain Komputer. Warnet berasal dari kata WARung interNET. Kebanyakan yang main di Warnet adalah orang-orag yang padahal dirumahnya sendiri yang sudah ada komputer malah main komputer di Warnet karena masalah Koneksi Internet secara Pribadi lebih mahal banget tapi cepat, sedangkan kalau Koneksi Internet di Warnet walau agak lambat karena dibagi-bagi tapi murah banget.

Saya sih awal-awalnya ga tahu tentang Warnet. Saya pertama kali mengenal warnet sejak diajak teman saya yang ternyata adalah musuh dibalik selimut, yaitu Dedy Setiawan. Dia merupakan pria yang pertama kali ajak saya ke warnet, dan sekarang saya selalu diwarnet. yang pertama-tama yang mainkan adalah Game Battle realm, CounterStrike, dan WarCraft. Kemudian lanjut main game Online, yaitu game Nexia! saya muali belajar main game Online dan hasilnya sih duit gw habis terus, karena tarifnya mahal banget, 5000perjam. maka itu gw berhenti main Game Online dan ga ke Warnet lagi, karena gw hanya mengira kalau di Warnet cuma tempat untuk main game, dan saya tidak tahu fasilitas lainnya.

Selanjutnya, setelah menuju ke Batam, saya juga ikut ke Warnet bersama teman-teman saya. Mereka kebanyakan main Ragnarok Online, ukh… gw mana suka game gituan. Saya cuma main CounterStrike, WarCraft dan Red Alert 2, game berbasis LAN. Saya pertama kali masuk Warnet dibatam yaitu CyberNet di Daerah Penuin CentrePoint. Namun saya juga mulai main game Online ikut-ikut main Game Ragnarok. Juga masuk ke Warnet Anugerah di dekat Mall Nagoya Hill. Warnet yang lain seperti Warnet di daerah yang dekat dengan Mall-Mall.

SpiderNet, warnet yang dikelola oleh 2 orang TiongHua Hokkien bersaudara, merupakan Warnet Khusus Game Pemiliknya adalah sang kakak yang Maskulin tapi otaknya masih belum dewasa. Saya main Game Ragnarok, dan Xian online disini. disinilah Warnet yang sangat parah bagiku, soalnya kotor, pemilik warnetnya sering bertengkar, sangat sepi, namun saya juga ga pindah-pindah warnet soalnya saya mengira bahwa teman-teman saya juga banyak yang main disini, saya ingin kekompakan.
SpiderNet pernah bangkrut, yang dulunya di dekat Top100 Bengkong, pindah ke dekat Sekolah hamoni. Namun, suasananya juga tetap ngga bagus, pemilik Warnetnya sama sekali ngga ada niat untuk memajukan Warnetnya, dan lebih mementingkan kepentingan kesenangan Jasmani. Pemilik Warnetnya orangnya sangat pencemburu, dia menjadikan saya sebagai target cemburuannya. Disaat saya ada punya sesuatu, dia pasti ikut juga.(sama seperti saya waktu kecil yang suka cemburu dengan William) namun bagiku itu adalah tidakan yang kekanak-kanakan.
Namun, Bulan demi bulan, SpiderNet tutup, sayalah pelanggan terakhirnya yang main di Warnet itu. Saya turut prihatin karena adiknya yang perempuan dari pemilik warnet itu sering ditindas oleh kakaknya yang pria itu. tapi saat awal duduk SMP, saya ketemu pemilik Spidernet itu, ternyata Hidupnya sudah berubah, dia mengakui kalau kehidupan dulunya sungguh sangat tidak terpuji, dia mendalami Taoisme, dan mengajakku juga, namun saya tidak ikut lama-lama dengannya.

Awal SMP kelas 3, saya yang nge fans banget dengan Chelsea Olivia wijaya, terpana dengan Keindahan Parasnya, akhirnya berniat menelusuri Informasinya lebih detail lewat Internet, dan pada saat itu juga saya sudah mengenal pentingnya Storage portable disaat Browsing, maka itu untuk sementara sya menggunakan Senjata Card Reader. Saya akhirnya menuju sebuah Warnet yang cukup parahlah, tarifnya 4000 perjam. Saya mulai lancar nge-browsing juga karena Chelsea juga. Saya main di Warnet KepriNet di Bengkong Indah, dimana warnet itu sering muterin lagu-lagu lama Ada Band dan Cokelat, maka dari itu kalau gw dengar lagu lama Cokelat dan AdaBand, gw selalu teringat Chelsea Olivia Wijaya, soalnya gw juga sudah terdaftar dalam sejarah dalam masalah perkembangan karir Chelsea. di KepriNet banyak pengunjungnya yang buka website-website porno, ga heran kalau WC umumnya banyak yang dimasuki dikalangan pria disaat setelah bermain internet, yaitu dijadikan sebagai tempat untuk mengakhiri hasrat seksualnya. KepriNet memang Kotor, tapi gw bisa Teringat Chelsea Olivia kalau teringat Warnet itu.

beberapa bulan kemudian, dibangunlah sebuah Warnet yang merupakan satu-satunya Warnet dimana gw bisa Enak-enakan. yaitu YellowNet, yang merupakan warnet yang terletak di dekat Top 100 bengkong, yaitu tempat SpiderNet dulu. Saya mulai masuk ke YellowNet sejak SMP kelas 3, dan terakhir Masuk ke YellowNet disaat mau pulang ke Kalbar. Di Yellownet, tarifnya 10.000/3jam, udah lumayan lah dibanding KePriNet. saya mendalami Browsing disana dan masih bersenjata Card Reader, ada pelanggannya juga yang bernama “Magid” wong suroboyo! dia Anggota Organisasi “Pasukan 13″ didunia maya, dan kami juga adalah anggota jasakom! Saya dan Magid saling berkenalan, dia membagikan saya Ilmu-ilmu Hacking, Cracking, Bombing! wah! saya sungguh Suka! apalagi waktu itu saya belajar dari malam sampai pagi di Warnet, sambil dengerin lagu-lagu slow kesukaanku. Di YellowNet, tempatnya sungguh Yellow! Di sini jugalah saya melakukan aksi debat agama, bahkan ada juga anggota Warnet yang tahu tentang kegiatan saya itu. Namun, disaat ekonomi keluargaku menipis, saya akhirnya memutuskan untuk berhhenti jadi pelanggan tetap yellowNet dan mencari Warnet lain yang lebih murah. sebetulnya masih banyak kisah lain sih, tapi gini aja dech.

Semua Warnet yang di Bengkong yang saya kunjungi, ga ada yang bagus-bagus meja dan kursinya, yang kali ini gw ketemu warnet yang bagus tapi murah, yaitu DCnet, lokasinya ga jauh dari YellowNet. 4000perjam tapi fasilitasnya udah bagus banget, layarnya LCD, udah bersih banget, berAC. Saya di DCnet biasanya mendownload File-file Gede, termasuk Video-video dari Youtube, dan biasanya NgeBlogging dan Bikin Website, disaat inilah saya sudah ganti senjata yaitu Flash Disk sampe sekarang. Disinilah saya sering mencari pekerjaan, mulai dari MLM, Judi Egold, sampai Viral Marketing udah saya lakukan yaitu disini dan hasilnya? halah, dah pasti 200% rugi. Penjaga Warnet ini seorang Muslimah, Guru IT saya yang dari Malaysia bernama “Syaiful” juga kadang-kadang lembur main di DCnet. kebanyak yang main disini adalah orang-orang yang sangat modern dan berkelas, mulai dari tante-tante, murid sekolahan, om-om bisnis, orang pacaran, dsb disinilah tempat tongkrongannya.

Selanjutnya, munculah Warnet baru tidak jauh dari DCnet, yaitu GGnet(Golden Globe net). Reza, teman Sekelas sayalah yang ngajak saya kesitu, dan Hasilnya? SAYA SUKA!!! Koneksi Internetnya tinggi, saya download file bisa sampai 110kbps. udah gitu, murah juga 3000perjam. Yang jaga Warnetnya adalah orang KalBar juga namanya Tatra, dan gw sudah kenal dengannya cukup dekat. Warnetnya bagus juga, layar LCD, tapi ngga ada AC dan kurang bersih bagi gw. Teman-teman sekolah saya sering ke GGnet karena Cepat dan Murah, Teman-temanku banyak yang tertolong dari layanan GGnet ini.

Saat Kabur dari rumah, saya kembali ke YellowNet karena saya Nge-Kost di YellowNet. Di YellowNet, saya selalu mencari tahu Informasi tentang Perfilman, tapi beberapa minggu kemudian, saya pergi dari YellowNet. Dan saya cuma seminggu sekali berkunjung ke YellowNet. Namun 1 bulan kemudian YellowNet tutup karena Bangkrut. Sementara, saya juga pulang ke kalimantan.

Di kalimantan lagi, Kota Pemangkat…. Saya juga merasa saya tidak akan berkembang jika tidak ada Internet, dan salah satu sarana agar saya bisa mengakses Internet, yaitu dengan Main di Warnet. Di Warnet Pemangkat udah lumayan berkembang, sama seperti perkembangan Warnet di daerah Jawa. Warnet-Warnet Pemangkat lumayan murah, bersih, yang paling ngga kusuka adalah sistem pertahanannya dan jaringan internetnya yang sangat lemah.

Saya main di Warnet X-FLYnet dikelola oleh Alfin Raung, Jaringannya menggunakan Speedy 2x. Lumayan cepat Koneksinya, tarifnya 10.000/4jam. Dulu system Billingnya menggunakan handyCafe, karena HandyCafe menjadi Sumber penghasil Virus, akibatnya X-FLYnet kurang maju dalam jaringan Internetnya dan banyak Komputer yang Hang, akibatnya pengunjungnya berkurang. Namun setelah Menggunakan IndoBilling, X-FLYnet juga udah baik-baikan. Saya juga kadang-kadang Lembur disana. Saya di X-FLYnet dulu belajar Affiliate, Forex, PaidPerClick System, dan beberapa pekerjaan lainnya… karena saya masih belum putus asa mencari pekerjaan.

bagiku, warnet merupakan Tempat Serba guna terbaik. Warnet merupakan suatu tempat dimana para Pemainnya bernaung berkumpul, dapat mendapatkan Informasi, melakukan berbagai aktifitas, dan juga sebagai tempat untuk mengadu nasib serta menantang suatu tantangan (seperti saya). Disamping itu juga, di Warnet kita juga dapat menjadi sarana penambah teman kita, jika kita baik-baik dan setia di warnet tersebut. Jika ingin menjadi Surfer dunia maya, Jangan lupa sediakan Senjatamu(Storage Portable) sebelum mengakses dunia maya.

Hummer wymięka

Unimog się chowa

Oto Tatra 805!

Ma silnik V8 chłodzony powietrzem, napęd na 4 koła, pełną blokadę mostów i napęd na zwolnicach. I nie ma dużo zbędnego wyposażenia. Może 75 KM to nie jest jakiś wypas, ale filmiki z Jutuba z Tatrą 805 dość dużo mówią o jej możliwościach w terenie.

Auto pochodzi z 1959 r., z serii małych ciężarówek militarnych. Powstało 7300 sztuk. Chętnie zobaczyłbym jej porównanie z innymi naprawdę męskimi terenówkami, takimi jak Volvo C303 czy Pinzgauer.

Link do aukcji

Universal Geography: Or A Description of All Parts of the World, on a New Plan, According to the Great Natural Divisions of the Globe; Accompanied with Analytical, Synoptical, and Elementary Tables
By Conrad Malte-Brun
Published by A. Finley., 1829

The lowlanders of past
times let no opportunity escape of harassing the mountaineers, who, irritated
or driven to despair, often invaded the plains and laid waste the
lands of their oppressors. Their enemies rarely ventured to approach the
mountain passes, those who were so bold, seldom or never returned. The
incursions have been checked during the Austrian administration, and by
the punishment of many Gorales, the rest have been intimidated. Although
prohibited from carrying the axe, they still appear with it on their mountains,
but it is no longer employed for an unlawful purpose, and every
traveller may now visit the country, or reside in it without danger. The
axe is a national arm, which the Gorales handle with great dexterity; they
can hit any object with it at the distance of forty yards; the same weapon
is considered an ornament, the people never lay it aside during their games
or the dance.

While Karlowicz in his native Poland is among the more important composers of the 20^th century he has been pretty much an unknown outside his country. In fact until Naxos recently released his (6) symphonic poems this reviewer had no previous knowledge of his all too brief career. Yes there were other recordings but it was something that never caught my attention. Whether by accident or suicide he died in an avalanche hiking/skiing in his favorite part of the world the Tatra Mountains at the age of 33. Months before his death he spoke of suicide due to an unrequited love but this theory has never been supported with any facts.

Written in 1904 “Returning Waves” was the first of his (6) tone poems and while it is performed in a single movement of 24+ minutes there are 5 different sections of the work. Written about a story, which takes place at the Aegean Sea, by Turgenev, it tells a cinematic tale about life, love, and death in the Wagnerian style of motifs. While one can clearly hear the influence of Tchaikovsky, Dukas, Miaskovsky, Glazunov and Richard Strauss in his writing you can also hear his very special style in this neo-romantic period piece.

With the brass making the opening statement, the first section begins yielding to the bass clarinet and strings, which set the mood of a dark and eerie piece. The bassoon offers a motif and it appears thru the entire work further enhancing the overall dreariness of the piece. It offers little or no hope and one can feel the end coming. The second section brightens up considerably with heroic horns offering a moment of happiness and serenity. Perhaps all is well after all? The third section offers a peaceful melody from the clarinet followed by strings, the sea is calm and quiet. In the fourth section one can feel the building of the swirling wind and storm approaching which ends abruptly with a return to the melody from the first section. It is dreary and the decision has been made.

If you like your music on the dark side in a minor key this is an excellent choice especially if your taste in music migrates to the cinema side from time to time. While I certainly cannot put this work in the class of an Scheherazade I’ve found something hypnotizing about it and I’ll return to it on a regular basis. An excellent symphonic poem!

Produced and Engineered by Tim Handley

Naxos CD# is 8.570295

Quite busy lately, so I post a triple from Poland to catch up. An unknown bug for me, a butterfly and a lizard (although I’m not completely sure about the last one). I hope you enjoy them.