#automobile engineering project

[thegeorgetelegraph]

How Do You Learn About Automobile Engineering? - George Telegraph

The scope for jobs for automotive engineers after completing a diploma from automobile engineering colleges are there in India and abroad both. Visit George Telegraph to know more on automobile engineering.

https://eduguide.co.in/what-do-automobile-engineers-do/

[nonclassyparty]

sweet and right and merciful (c.s)

summary:

(A STARRING ROLE SPIN-OFF) Choi San deals with the mortifying ordeal of falling in love.

playlist (tba) // my main masterlist // moodboard (tba)//click to donate to Palestine

notes; i bet you thought you'd seen the last of both me and sr!san well you're wrong! tell me if you want to be added to the taglist

snippet;

As he didn't have a disgustingly large amount of generational wealth to back him up nor parents who dabbled in political meddling and occasional blackmail like some of his peers, San always knew that he would have to fight tooth and nail for his spot in the world.

This would seem fairly overdramatic if all he was seeking out of life was a stable job and paid bills, of course: he was, after all, the son of a middle school teacher and a man that had several jobs which he never did right because hey, they never had much so San should've been satisfied with anything. 

Unfortunately (or fortunately, depending on how one would look at it), Choi San was too ambitious for his own good. Having been born and raised in the small town of Namhae which was nothing more than an old supermarket some (nobody under the age of fifty) considered a shopping mall and a small beach - the moment he left for college, he swore that he'd never be back there again for nothing more but the holidays. And simply leaving Namhae wasn't enough, no, you see San's goal was money, more money than he would ever need. Bitterness could be considered a man's biggest motivator to get something done and spending his childhood and early adolescence watching his mother work day and night to make sure the bills are paid just for no money to be left spare sure did make San bitter. Call him shallow and materialistic but to San, money most definitely could buy some happiness.

And so, with that thought in mind (placed by no-one else but himself) since the tender age of twelve when he first visited Seoul for a football game and saw what exactly he's been missing out on living in Namhae, San poured everything he had into his studies until he landed a scholarship for Seoul National University in the field of Electrical Engineering. He had been strategic in his choice of career. Electrical engineering required just enough work and brains for it to be considered a lucrative degree and used just enough engineering principles to keep him interested in the job.

And San was excellent at his job. He was quick and efficient, precise and absolutely never wrong. Getting hired to work at one of South Korea's most renowned automobile manufacturing companies not long after he got his degree didn't come as a surprise to no-one. He was competent. The problem with competence and climbing the business ladder though was that it was rewarded with increasingly complex projects almost every month.

And so, our opening scene: A Thursday morning, sometime in January. Amidst the white cubicles on the third floor of Zenith Motor Company, Mr. Kim was doling out new projects to his top engineers with a vengeance.

"Jung, this ones for you," He smacks Jaehyun over the head with the folder before dropping it unceremoniously on his desk, "And try not to get doughnut smudges all over this one."

"Byun, you're continuing the testing from last month." Jaebum nods his head, eyes barely moving from the computer screen in front of him. Mr. Kim continues with an eye roll, "Lim, new model that needs surveillance."

He continues down the room throwing down casefiles as he goes until he stops by San's desk with a smile, "Choi, since you did so well on the Genesis project I'll let you choose." 

"What are my options?" San asks, leaning back in his chair as two files are thrown onto his desk.

Mr. Kim looks down onto his clipboard. "Mr. Jinyoung needs help with the 3D design for-"

Mr. Jinyoung is one of San's bosses.

"-the new model that we're ready to turn in for production. You could send him an e-mail but I wouldn't, he's a bit...difficult to be around these days."

Mr. Jinyoung is also the husband of one Son Danbi, the thirty-four year old woman that San got...very familiar with for a groundbreaking six times at his apartment before he learned that Danbi is a bit too clingy and his job actually might be at stake if she keeps calling the office asking for San instead of her husband. Three times in a row.

She didn't handle San deciding it's best to stop seeing each other very well.

Getting fired for sleeping with his boss' wife and probably getting his nose broken (for the second time over a woman) when his boss' wife inevitably has a meltdown and exposes how San fucked her into his mattress six times once San refuses to meet up with her out of newfound respect for the man she's married to (read: he's scared that he'll get sacked) or literally anything else. The choice was quite obvious.

"I'll take the second option." San quips with ease as he flips over the folder.

"Research and development for a new model! I was hoping you'd pick that one and am not disappointed, you never back down from a challenge." Mr. Kim comments with a grin that San returns because he's been kissing his ass too long to stop now. "You're working with another engineer from the second floor."

San nods and, as Mr. Kim keeps going down to the next cubicle, his eyes sweep over the file and stop at the bottom of the page where one out of two people tasked has already signed their name. In neat handwriting;

Y/L Y/N

He bites back a groan, eyes falling shut and he can hear the Head of the office keep rattling off assignments somewhere in the background.

Nothing registers because suddenly, San remembers honey skin, judging eyes and a sharp tongue and wonders if getting his nose broken a second time right before getting fired by Mr. Jinyoung and losing his entire career would've been the wiser option.

[carsthatnevermadeitetc]

SOCEMA Grégoire, 1952. An experimental gas turbine-powered, highly aerodynamic coupé created by French automobile engineer Jean-Albert Gregoire. Powered by a single rotor kerosene-fuelled ‘cematurbo’ engine developing 100 bhp at a 25,000 rpm. The lightweight aluminium frame and bodywork and the aerodynamic shape – a Cx of just 0.19 – enabled a 200km/h top speed which placed it among the fastest cars on the planet in 1952. The project went no further than a single prototype due to the high cost of construction and braking issues; a gas turbine doesn't generate any engine braking effect upon deceleration.

photographs by Perico001 on Flickr

[mostlysignssomeportents]

Deb Chachra's "How Infrastructure Works": Mutual aid, the built environment, the climate, and a future of comfort and abundance

This Thursday (Oct 19), I'm in Charleston, WV to give the 41st annual McCreight Lecture in the Humanities. And on Friday (Oct 20), I'm at Charleston's Taylor Books from 12h-14h.

Engineering professor and materials scientist Deb Chachra's new book How Infrastructure Works is a hopeful, lyrical – even beautiful – hymn to the systems of mutual aid we embed in our material world, from sewers to roads to the power grid. It's a book that will make you see the world in a different way – forever:

https://www.penguinrandomhouse.com/books/612711/how-infrastructure-works-by-deb-chachra/

Chachra structures the book as a kind of travelogue, in which she visits power plants, sewers, water treatment plants and other "charismatic megaprojects," connecting these to science, history, and her own memoir. In so doing, she doesn't merely surface the normally invisible stuff that sustains us all, but also surfaces its normally invisible meaning.

Infrastructure isn't merely a way to deliver life's necessities – mobility, energy, sanitation, water, and so on – it's a shared way of delivering those necessities. It's not just that economies of scale and network effects don't merely make it more efficient and cheaper to provide these necessities to whole populations. It's also that the lack of these network and scale effects make it unimaginable that these necessities could be provided to all of us without being part of a collective, public project.

Think of the automobile versus public transit: if you want to live in a big, built up city, you need public transit. Once a city gets big enough, putting everyone who needs to go everywhere in a car becomes a Red Queen's Race. With that many cars on the road, you need more roads. More roads push everything farther apart. Once everything is farther apart, you need more cars.

Geometry hates cars. You can't bargain with geometry. You can't tunnel your way out of this. You can't solve it with VTOL sky-taxis. You can't fix it with self-driving cars whose car-to-car comms let them shave down their following distances. You need buses, subways and trams. You need transit. There's a reason that every plan to "disrupt" transportation ends up reinventing the bus:

https://stanforddaily.com/2018/04/09/when-silicon-valley-accidentally-reinvents-the-city-bus/

Even the cities we think of as motorists' paradises – such as LA – have vast, extensive transit systems. They suck – because they are designed for poor people – but without them, the city would go from traffic-blighted to traffic-destroyed.

The dream of declaring independence from society, of going "off-grid," of rejecting any system of mutual obligation and reliance isn't merely an infantile fantasy – it also doesn't scale, which is ironic, given how scale-obsessed its foremost proponents are in their other passions. Replicating sanitation, water, rubbish disposal, etc to create individual systems is wildly inefficient. Creating per-person communications systems makes no sense – by definition, communications involves at least two people.

So infrastructure, Chachra reminds us, is a form of mutual aid. It's a gift we give to ourselves, to each other, and to the people who come after us. Any rugged individualism is but a thin raft, floating on an ocean of mutual obligation, mutual aid, care and maintenance.

Infrastructure is vital and difficult. Its amortization schedule is so long that in most cases, it won't pay for itself until long after the politicians who shepherded it into being are out of office (or dead). Its duty cycle is so long that it can be easy to forget it even exists – especially since the only time most of us notice infrastructure is when it stops working.

This makes infrastructure precarious even at the best of times – hard to commit to, easy to neglect. But throw in the climate emergency and it all gets pretty gnarly. Whatever operating parameters we've designed into our infra, whatever maintenance regimes we've committed to for it, it's totally inadequate. We're living through a period where abnormal is normal, where hundred year storms come every six months, where the heat and cold and wet and dry are all off the charts.

It's not just that the climate emergency is straining our existing infrastructure – Chachra makes the obvious and important point that any answer to the climate emergency means building a lot of new infrastructure. We're going to need new systems for power, transportation, telecoms, water delivery, sanitation, health delivery, and emergency response. Lots of emergency response.

Chachra points out here that the history of big, transformative infra projects is…complicated. Yes, Bazalgette's London sewers were a breathtaking achievement (though they could have done a better job separating sewage from storm runoff), but the money to build them, and all the other megaprojects of Victorian England, came from looting India. Chachra's family is from India, though she was raised in my hometown of Toronto, and spent a lot of her childhood traveling to see family in Bhopal, and she has a keen appreciation of the way that those old timey Victorian engineers externalized their costs on brown people half a world away.

But if we can figure out how to deliver climate-ready infra, the possibilities are wild – and beautiful. Take energy: we've all heard that Americans use far more energy than most of their foreign cousins (Canadians and Norwegians are even more energy-hungry, thanks to their heating bills).

The idea of providing every person on Earth with the energy abundance of an average Canadian is a horrifying prospect – provided that your energy generation is coupled to your carbon emissions. But there are lots of renewable sources of energy. For every single person on Earth to enjoy the same energy diet as a Canadian, we would have to capture a whopping four tenths of a percent of the solar radiation that reaches the Earth. Four tenths of a percent!

Of course, making solar – and wind, tidal, and geothermal – work will require a lot of stuff. We'll need panels and windmills and turbines to catch the energy, batteries to store it, and wires to transmit it. The material bill for all of this is astounding, and if all that material is to come out of the ground, it'll mean despoiling the environments and destroying the lives of the people who live near those extraction sites. Those are, of course and inevitably, poor and/or brown people.

But all those materials? They're also infra problems. We've spent millennia treating energy as scarce, despite the fact that fresh supplies of it arrive on Earth with every sunrise and every moonrise. Moreover, we've spent that same period treating materials as infinite despite the fact that we've got precisely one Earth's worth of stuff, and fresh supplies arrive sporadically, unpredictably, and in tiny quantities that usually burn up before they reach the ground.

Chachra proposes that we could – we must – treat material as scarce, and that one way to do this is to recognize that energy is not. We can trade energy for material, opting for more energy intensive manufacturing processes that make materials easier to recover when the good reaches its end of life. We can also opt for energy intensive material recovery processes. If we put our focus on designing objects that decompose gracefully back into the material stream, we can build the energy infrastructure to make energy truly abundant and truly clean.

This is a bold engineering vision, one that fuses Chachra's material science background, her work as an engineering educator, her activism as an anti-colonialist and feminist. The way she lays it out is just…breathtaking. Here, read an essay of hers that prefigures this book:

https://tinyletter.com/metafoundry/letters/metafoundry-75-resilience-abundance-decentralization

How Infrastructure Works is a worthy addition to the popular engineering books that have grappled with the climate emergency. The granddaddy of these is the late David MacKay's open access, brilliant, essential, Sustainable Energy Without the Hot Air, a book that will forever change the way you think about energy:

https://memex.craphound.com/2009/04/08/sustainable-energy-without-the-hot-air-the-freakonomics-of-conservation-climate-and-energy/

The whole "Without the Hot Air" series is totally radical, brilliant, and beautiful. Start with the Sustainable Materials companion volume to understand why everything can be explained by studying, thinking about and changing the way we use concrete and aluminum:

https://memex.craphound.com/2011/11/17/sustainable-materials-indispensable-impartial-popular-engineering-book-on-the-future-of-our-built-and-made-world/

And then get much closer to home – your kitchen, to be precise – with the Food and Climate Change volume:

https://pluralistic.net/2021/01/06/methane-diet/#3kg-per-day

Reading Chachra's book, I kept thinking about Saul Griffith's amazing Electrify, a shovel-ready book about how we can effect the transition to a fully electrified America:

https://pluralistic.net/2021/12/09/practical-visionary/#popular-engineering

Chachra's How Infrastructure Works makes a great companion volume to Electrify, a kind of inspirational march to play accompaniment on Griffith's nuts-and-bolts journey. It's a lyrical, visionary book, charting a bold course through the climate emergency, to a world of care, maintenance, comfort and abundance.

If you'd like an essay-formatted version of this post to read or share, here's a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2023/10/17/care-work/#charismatic-megaprojects

My next novel is The Lost Cause, a hopeful novel of the climate emergency. Amazon won't sell the audiobook, so I made my own and I'm pre-selling it on Kickstarter!

[thequeenofthedisneyverse]

Technology from 1870-1899 (For Encanto fic writers)

So, A mutual of mine @miracles-and-butterfliess pointed out that everyone (including me) tends to forget that Encanto was literally made when the triplets were born. Which is literally 1900 or 1901. Regardless, it was the very beginning of the 19th century so let me tell you about the technology/things they would/wouldn’t have. (And please keep in mind that most of these may or may not have been imported into Colombia yet.) 

1870 - 1879

1872—A.M. Ward creates the first mail-order catalog. NO

1873—Joseph Glidden invented barbed wire. NO

1876—Alexander Graham Bell patents the telephone. NO

1876—Nicolaus August Otto invents the first practical four-stroke internal combustion engine. NO

1876—Melville Bissell patents the carpet sweeper. NO?

1878—Thomas Edison invents the cylinder phonograph (known then as the tin foil phonograph). MAYBE

1878—Eadweard Muybridge invents moving pictures. NO?

1878—Sir Joseph Wilson Swan invents the prototype for a practical electric lightbulb. YES? 

1879—Thomas Edison invented the first commercially viable incandescent electric light bulb. NO?

1880 - 1889

1880—The British Perforated Paper Company debuts toilet paper. YES

1880—English inventor John Milne creates the modern seismograph. NO

1881—David Houston patents camera film in roll format. NO?

1884—Lewis Edson Waterman invents the first practical fountain pen. YES

1884—L. A. Thompson built and opened the first roller coaster in the United States at a site on Coney Island, New York. NO

1884—James Ritty invents a functional mechanical cash register. YES?

1884—Charles Parson patents the steam turbine. NO

1885—Karl Benz invented the first practical automobile powered by an internal-combustion engine. NO (even before Encanto, Alma’s town looked rural so I doubt the automobile reached them yet.)

1885—Gottlieb Daimler invented the first gas-engine motorcycle. NO

1886—John Pemberton introduces Coca-Cola. NO

1886—Gottlieb Daimler designs and builds the world's first four-wheeled automobile. NO

1887—Heinrich Hertz invents radar. NO

1887—Emile Berliner invented the gramophone. YES

1887—F.E. Muller and Adolph Fick invented the first wearable contact lenses. NO

1888—Nikola Tesla invents the alternating current motor and transformer. NO

1890 - 1899

1891—Jesse W. Reno invents the escalator. NO

1892—Rudolf Diesel invents the diesel-fueled internal combustion engine, which he patents six years later. NO

1892—Sir James Dewar invents the Dewar vacuum flask. NO

1893—W.L. Judson invents the zipper. NO (zippers didn’t become popular globally until a little bit later; buttons, ribbons/laces and whatever else were still the norm/in fashion for fastening and tying (which is still the case in some places today)

1895—Brothers Auguste and Louis Lumière invent a portable motion-picture camera that doubles as a film-processing unit and projector. The invention is called the Cinematographe and using it, the Lumières project the motion picture for an audience. NO?

1899—J.S. Thurman patents the motor-driven vacuum cleaner. NO (if you're running from being killed, the last thing you're going to bring is a vacuum cleaner) 

I remember a post listing the sort of jobs there would be in Encanto but I forgot so I’ll just list the ones I know (let me know if I need to add anything.): 

Seamstress/tailor

Embellisher

Field worker 

Teacher (of any kind; music, dance, art, etc)

Woodworker - wood carver

Toy maker

Construction worker

Joining a Local band/ Orchestra - being apart of a choir 

Carpenter 

Metal worker 

Jeweler (though I’m not sure if Jewelery of the diamond/gem kind is common in Encanto)

bladesmith/ knifemaker 

Inventor? (Inventors should exist in Encanto by now…just one other genius besides Mirabel?)

I know some of these are very obvious but I’m just giving people options okay? 

@miracles-and-butterflies you seem to know a lot more about this kind of stuff so if you have anything to add/take away or me to fix please let me know. I tried to search up “When was X invention imported into Colombia” and literally nothing of use comes up. 

[visit-new-york]

Has the Brooklyn Bridge ever undergone significant renovations?

The Brooklyn Bridge, an iconic symbol of New York City, stands as a testament to engineering brilliance and architectural marvel. Since its completion in 1883, the bridge has played a crucial role in connecting the boroughs of Manhattan and Brooklyn, witnessing the evolution of the cityscape over the decades. In its long and storied history, the Brooklyn Bridge has indeed undergone significant renovations to ensure its structural integrity and adapt to the changing needs of a bustling metropolis.

Initial Construction:

Designed by renowned engineer John A. Roebling and completed by his son Washington Roebling, the Brooklyn Bridge was a groundbreaking feat of engineering in its time. However, even with its sturdy construction, the bridge needed to adapt to the increasing demands of a rapidly growing city.

Early Renovations:

In the early 20th century, several renovations were undertaken to enhance the bridge's stability and accommodate the ever-increasing vehicular and pedestrian traffic. The original wooden walkway was replaced with a more durable concrete surface, and the bridge's cables and support structures were reinforced to meet modern safety standards.

Mid-20th Century Upgrades:

As the mid-20th century dawned, the Brooklyn Bridge faced another wave of renovations. The emergence of automobiles as a dominant mode of transportation prompted the need for wider lanes and reinforced roadways. The bridge's signature Gothic towers underwent meticulous restoration to preserve their historic charm while ensuring they could withstand the test of time.

1980s Rehabilitation:

In the 1980s, the Brooklyn Bridge underwent a comprehensive rehabilitation project to address the effects of wear and tear from decades of heavy use and exposure to the elements. The project included the replacement of deteriorating stones, repainting of the bridge's steel components, and the installation of modern lighting to enhance visibility and safety.

Post-9/11 Precautions:

In the aftermath of the tragic events of September 11, 2001, the Brooklyn Bridge, like many other landmarks, became a focus of heightened security measures. The city implemented additional safety features, including surveillance systems and increased police presence, to safeguard this critical piece of infrastructure.

Contemporary Maintenance:

Even in the 21st century, ongoing maintenance is crucial to preserving the Brooklyn Bridge for future generations. Regular inspections, repairs, and technological upgrades ensure that the bridge continues to serve as a vital transportation link while retaining its iconic status.

Conclusion:

The Brooklyn Bridge stands not only as a physical link between boroughs but also as a symbol of resilience and adaptability. Over the years, the bridge has undergone significant renovations to keep pace with the evolving needs of a dynamic city. From its initial construction in the 19th century to the comprehensive rehabilitation efforts of the 1980s and the ongoing maintenance in the present day, the Brooklyn Bridge remains a testament to the commitment of New Yorkers to preserve their heritage and ensure the safety of this architectural masterpiece.

[readyforevolution]

History They Didn't Teach You In School

Scholars have left him out of the history books and Hollywood couldn’t be bothered to acknowledge his existence either. He was Howard Hughes’ top engineer and lifelong best friend. This is about Frank Mann, the hidden genius behind much of Howard Hughes’ success in the world of aviation and mechanics. Frank Calvin Mann (November 22, 1908 – November 30, 1992) was an African American engineer who was known for his participation in many Howard Hughes's projects including the Spruce Goose. He also starred in the Amos 'n' Andy radio show. Apparently, his lifelong friendship with Hughes was instrumental in opening doors for Mann's exceptional talents.

A native of Houston, Texas, Frank Calvin Mann's parents wanted him to become a schoolteacher, but from childhood, he had a natural ability to fix things. At age 11, he had his own mechanic shop. As a teenager, he worked alongside airplane mechanics, repairing engines. By the ago of 20, he had designed and built several of his own Model-T cars. It was unheard of in the 1920s for a Black man to have anything to do with cars, trains, or airplanes. His life-long friend Howard Hughes was instrumental in opening doors for Mann's exceptional talents.

Mann attended the University of Minnesota and UCLA where he earned a mechanical engineering degree. World War II equipment that revolutionized military weaponry would not exist if not for his involvement. Incredibly, few Americans are aware of Frank Mann. He was the first Black commercial pilot for American Airways. He was also a distinguished military officer. In 1935, following Italy’s invasion of Ethiopia, Frank Mann flew reconnaissance missions for the Ethiopian army.

He served in the World War II Army Air Corps and was the primary civilian instructor of the famous Tuskegee Airmen in 1941. He left Tuskegee after a rift with the U.S. government, which didn't want the Squadron, an all-Black unit, flying the same high caliber of airplanes as their White counterparts. An angry Mann had refused to have his men fly old "World War I biplane crates," because his airmen had proven themselves as equals.

Though they were being given inferior equipment and materials, their squadron never lost a plane, bomber, or pilot, and they were nicknamed the "Red Tails.” After the war, Mann was instrumental in designing the first Buick LeSabre automobile and the first communications satellite launched for commercial use.

His pride and joy was a miniature locomotive enshrined in the Smithsonian Institute, Mann also played a principal role in the Amos ‘N’ Andy radio show. He moved back to his hometown in the 1970s.

Frank Mann died November 30, 1992 in Houston.

[diabolus1exmachina]

Siata 208 CS ( 1 of 6). 

Societá Italiana Auto Trasformazioni Accessori (SIATA) created a marvelous assortment of machinery in its 45-year history under the guidance of the Ambrosini family. Founded by Giorgio Ambrosini in 1926, Siata specialized in performance modifications for Fiats, creating the overhead-valve conversions, multi-speed gearboxes, superchargers, and multi-carb intakes that competitive Italians wanted for their diminutive cars. The Italian auto giant conspicuously ignored—with few exceptions—the high-performance market as the Agnellis concentrated their empire around sensible, reliable, and mass-produced cars of small proportions.Siata received substantial financial assistance from Fiat following the Second World War, and by 1949 they were producing small automobiles which wore custom, house-labeled coachwork. Firmly grafted to Fiat and its engineering, Siata took a giant leap forward with the arrival of Rudolf Hruska in 1950. Hruska had worked in Porsche’s design office before the war and later collaborated with Carlo Abarth on Piero Dusio’s Cisitalia Grand Prix project. Fiat itself plotted its re-entry to the top ranks of Italian performance automobiles in 1950 with the introduction of their two-liter V-8 (dubbed "Otto Vu"), whose development was entrusted to Siata and executed in total secrecy by Hruska’s team.

The unusual oversquare, 70-degree V-8 engine featured all-aluminum castings with wedge-shaped combustion chambers. Induction was through a pair of dual-throat, downdraft Weber carburetors. With its high-revving short-stroke design and 8.5:1 compression ratio, prodigious power was channeled through a four-speed manual gearbox. Hruska planted the engine into a tubular chassis, and this became the basis of Fiat’s 8V.

Debuting at the 1952 Geneva Salon, the 8V caused an absolute sensation perhaps best equated to a meltdown of Italy’s motoring press. For many, the Siata-developed, Fiat-badged supercar defied belief. In particular, the advanced chassis featured a fully independent suspension with coil springs and telescopic shock absorbers at all four corners and was a marvelously sophisticated platform for its time, with supple and predictable handling that amazed drivers accustomed to the rigidly sprung, “flex-framed,” live-axle sports cars of the time.

Approximately 200 Tipo 104 engines were made to supply the 114 8V examples which Fiat ultimately produced. Eighty-five or so surplus engines were thusly returned to Siata, which seized the opportunity to supply them with additional house-made upgrades and implant them into the very chassis from which the earth-shattering Otto Vu had been developed.

The resulting Siata 208 CS was available as an attractive barchetta-like Spider or streamlined berlinetta, which Siata commissioned from a small pool of local coachbuilders including Bertone, Vignale, and Stabilimenti Farina. It is said that Siata openly encouraged the carryover of major styling details which these same companies were providing to Ferrari during the same period.

Perhaps the shapeliest design ever rendered upon the 208 CS, however, was executed by Balbo of Turin. Just nine berlinettas were made, of which only six examples are known to remain extant.

[thegeorgetelegraph]

Diploma in Automobile Engineering Course Fee in India: A Comparison with Other Engineering Courses

When choosing an engineering course, many factors come into play, including career prospects, course content, and affordability. Among various engineering disciplines, the Diploma in Automobile Engineering stands out as a cost-effective and practical option. This blog will compare the course fees for different engineering diplomas in India and highlight why George Telegraph Training Institute…

[majestic-final-year-projects]

Automobile Projects - We provides Automobile Engineering Final Year projects for Students. List 1. Automatic Sweeping Dust Collecting Vehicle

[seat-safety-switch]

The European Union won't let me come into the country, because my lead foot violates their RoHS directives. And that's okay. Europe has lots of fantastic automobiles: the 1988 Fiat Panda 4x4, the 1993 Renault Twingo, and pretend I mentioned something German here. All of them have delightful, teeny-tiny engines, and are a joy to drive in a crowded city. None of them are easy to import.

Japanese folks are all too willing to dump a Skyline or a Crown on a cargo ship for you. We've got too many amazing high-performance automobiles, just like fields full of them, and Big Otochan Government says that we have to keep them in pristine condition, or no registration. So why don't you have a couple of them? Clear out the back forty behind my mechanic's shop. Europeans, though, make it very difficult to import their cars. It isn't a full-service auction-to-driveway curbstoning operation.

All this is to say: I can't enter European countries. I can't ask them to send me a car (I barely speak The Queen's English,) and also they will probably expect payment of some kind. Getting a beautiful, 80s-wedge-humping-a-space-shuttle Citroen BX in my driveway is going to be a challenge.

Luckily for me, there are a lot of cargo ships that have failed to deliver their cargo in time. Hurricanes. Typhoons. Really ugly storms. Captain farts on the GPS and breaks it. The bottom of the ocean is full of little tiny Italian shitboxes, and all I have to do is commission a submarine research project to go pick them up. Billionaires love a submarine research project, and standards for the industry have slipped in recent months such that you're no longer expected that they survive the mission. Best part is? Maritime salvage law means those suckers are free.

Now, I know what you're saying: doesn't salt water violently corrode every part of the car, rendering it nearly unusable after mere days immersed? And you'd be right, but I also live in a province that salts the roads in winter. The only difference between the car I'm actively driving and a chunk of rusty Frenchmobile that I pulled off the ocean floor using a robot is that the latter one is more predictable. See you next spring, in something with twelve-inch that will be half Bondo, but with an air of the exotic about it.

[indigosabyss]

DCST X Naruto: Automobile Fever

(Note: Kikumaru is Ukyo)

"... Do I wanna know what this is about?" Kakashi asked as he took in the remnants of a large cart that had been dismantled in the middle of the training ground he had begun taking Senku to.

Said cute little inventor paused from fiddling with metal pipes to fix him with an excited look, "Yes. You absolutely do. Ask me anything."

Kakashi knew a threat when he saw one, "I'd rather not, thanks."

"It's the automobile, take two!" Senku continued, uncaring.

"Maa, when'd you have time to do take one?" He was starting to realize that he was also assigned to Senku to monitor him. And if the bratling had started going behind Kakashi's back to make more inventions... Well. The consequences wouldn't be good.

"Oh, shit you're making another one of these??" A voice spoke up from the treeline as a figure dropped down, more weirdly shaped pipes in one hand and a bag of coal in the other.

"Hey, Ta- Person I've Never Met Before." Shisui backpedaled horribly.

"Shisui, your ex-teammate Kikumaru introduced us, if you've forgotten." Kakashi replied drily, "And care to tell me what the first one was like?"

Shisui's smile suddenly became a lot more wooden.

-----

Compared to Shisui's meteoric rise through the ranks, his genin teammate Kikumaru had gone a slightly more sedate route - not before getting promoted to chunin before Shisui though, which he still wasn't over.

His lack of promotions was probably because of taking long-term in-village posts which someone had to do, but had little chance of proving your merit.

On the upside, though, this meant that they could catch up anytime Shisui was cooling down between missions. Even if Kikumaru wasn't free, no one cared if an elite jonin hung by the entry gate for an hour too long.

Until he came back from his most recent one.

"Sorry, Shisui." Kikumaru looked at least a little apologetic as he adjusted the mess of pipes on his back, "Working on something."

"Training for jonin exams?" Shisui asked, falling into step beside him, because even if he hadn't managed it as fast as Shisui, Kikumaru still could pass the exams.

"I've told you, I prefer providing security for the Village." Kikumaru reminded him mildly, "And this is a project I'm helping a boy with. Shiraishi Senku, you'll like him."

They were on the outskirts of the commercial district, where the crowd had petered off until there was no one but them.

And a little boy who looked barely old enough to be in the Academy, sitting on some sort of weirdly made cart. (Which meant he was older than Shisui when he made his first kill.)

"Aw, hi kid!" He skipped forward to greet him. He couldn't help it, they were just so cute and innocent and he wanted them to stay like that forever.

"Shisui's a friend of mine." Kikumaru explained, setting the contraption down on the cart.

Senku nodded, thoroughly distracted by fixing random ends of the pipes to axles of the cart, "That's cool."

Clearly he wouldn't listen until he was done with this, so Shisui settled for watching intently.

He was now pouring water into some part of this mess.

And then he was putting coal into a separate part.

And then, he brought out the matches.

"What's this project exactly?" He asked at that point, because he desperately needed to know.

Senku beamed at him, "It's an engine! I'm powering it out of steam, but later on we can make a more efficient power source. For now, though, we can use the one billion percent reliable Wobbler design, which works by-"

His excited rambling was cut off as steam began to belch out of the chimney part of the metal contraption. Shisui took a step back, ready to grab the kid in case it exploded.

The cart rocked, and for a moment he thought exactly that was about to happen. He pulled Senku away to a semi-safe distance, waiting.

The cart did not explode. And neither did the 'engine'. Instead, it moved forward.

Wheels turning, with neither horse nor man pulling it, the cart began to crawl down the road, gaining speed rapidly.

"Awesome." He praised reflexively, as it jerkily turned a corner, "...Can you disable it?"

"Not without being on board." Senku replied.

Possibly possessed cart was now fully out of sight.

Kikumaru and Shisui chased after it over the rooftops in unison, not a word having to be said between them.

Even if they were elite ninja, it seemed they had been too slow on the uptake. Through the whole commercial district, there was a trail of destruction. Animals running loose, produce squashed. Inconceivable amounts of damages, all leading up to...

"That's the Nara compound." Kikumaru noted faintly, landing on the ground in front of where there should be guards. Seems they had abandoned their posts to chase after the possibly possessed cart.

Shisui activated his Sharingan, just to figure out where it went next, but it was pretty obvious, given that it had been going in a straight line since it broke down the Nara clan compound's gates.

"It's gotten into the forest." He confirmed solemnly.

---

"-as far as we can figure, either the deer ate it. Or it integrated seamlessly and now lives amongst them like the beast it was meant to be." Shisui finished.

"It wasn't alive, it didn't even have a logic unit!" Senku argued from behind them.

"I know a living breathing thing when I see one!" Shisui insisted right back.

Kakashi pinched the bridge of his nose.

"Okay, Senku-kun, I'm going to have to know exactly how this works. And we'll be starting this with smaller tests first."

He hated having to be responsible.

[wheretheweirdthingsaree]

Carhenge is a unique roadside attraction located near Alliance, Nebraska, designed as a replica of England's famous Stonehenge.

Instead of ancient stones, Carhenge is constructed from vintage American automobiles, all painted gray to mimic the original structure's appearance.

Historical Background

Carhenge was conceived in 1987 by Jim Reinders as a memorial to his father.

While living in England, Reinders became fascinated with Stonehenge and sought to create a similar structure using cars.

The project was completed with the help of family members and was dedicated during the summer solstice in June 1987. The site features 39 automobiles arranged in a circular formation measuring about 96 feet (29 meters) in diameter, with some cars held upright in pits and others forming arches above them. The centerpiece, known as the heelstone, is a 1962 Cadillac.

Specifications

Carhenge consists of several key features:

Circle of Cars: The main structure includes a circle of cars, with three standing trilithons, a heel stone, and additional stones that replicate the layout of Stonehenge.

- **Dimensions**: The arrangement is designed to reflect the proportions and orientation of the original Stonehenge, making it a fascinating blend of art and engineering.

Car Art Reserve: In addition to the main installation, there is a Car Art Reserve that showcases various sculptures made from car parts, further enhancing the artistic appeal of the site.

Social Impact

Carhenge has become a beloved landmark and a symbol of local culture in Nebraska.

Initially met with skepticism from some residents who viewed it as an eyesore, the attraction has since gained popularity and recognition.

It draws visitors from across the country, contributing to local tourism and the economy.

The site is open year-round and offers a unique experience for those interested in quirky roadside attractions.

The monument also serves as a gathering place for community events and celebrations, fostering a sense of pride among locals.

Its whimsical nature and artistic expression resonate with visitors, making it a memorable stop for travelers exploring the High Plains region.

Carhenge stands as a creative tribute to both the ancient and the modern, blending history, art, and community spirit.

Its unique design and cultural significance make it a fascinating landmark that continues to attract attention and admiration, embodying the innovative spirit of its creator and the charm of Nebraska.

[justforbooks]

“He’d kill us if he got the chance.” Those words, spoken by a bespectacled, beige-suited young man (Frederic Forrest) as he wanders through Union Square in San Francisco with his lover (Cindy Williams), are secretly recorded by the surveillance expert Harry Caul (Gene Hackman) in The Conversation (1974). Their meaning, mulled over at length, becomes vital in unlocking the story’s mysteries. One of the key thrillers of its decade, Francis Ford Coppola’s film was also an eloquent expression of paranoia in a country reeling from Watergate.

Forrest, who has died aged 86, was the ideal actor to throw certainties into doubt. In The Conversation, he is bookish, furtive and opaque. The audience never becomes properly acquainted with him, though recordings of his voice and image are repeatedly offered up for our scrutiny so that the act of studying his expressions and intonations becomes central to experiencing the film. Without realising it, we channel a good deal of energy into deciphering his motives.

If we are never quite successful, that may explain why Forrest did not become the star that some predicted he would. He was a consummate character actor, too complex and mutable to be limited to any persona. This seemed to be a source of mild frustration to him. “I would like not to have to fit into somebody else’s story and have my scenes cut because I’m too strong,” he said in 1979.

It was in that year that he was seen in the two films which brought him closest to stardom. Working again with Coppola on the Vietnam war epic Apocalypse Now, based on Conrad’s Heart of Darkness, Forrest played Chef, member of a platoon led by Willard (Martin Sheen), which ventures into Cambodia to kill the wayward Colonel Kurtz (Marlon Brando).

Forrest’s role here was nothing like his one in The Conversation, demanding instead a raucous, baffled bluster which is seen most demonstrably when he suffers a breakdown after a nocturnal encounter with a tiger. His wide, startled eyes, soup-strainer moustache and floppy hat with its upturned brim lent him a goofy, knockabout air. Even amid the film’s widespread carnage, his grisly eventual demise was strongly felt.

Also in 1979, he starred in The Rose, directed by Mark Rydell, whom he credited with teaching him how to “personalise” his acting through looseness and spontaneity. Bette Midler played a hard-living rock star based on Janis Joplin; Forrest was the sunny-eyed, straight-shooting Texan chauffeur with whom she connects emotionally and romantically. He received an Oscar nomination for the performance.

Coppola used him in two further projects. He was cast – or, arguably, miscast – as the dreamy romantic lead, a mechanic at the Reality Wrecking Company, in the ill-starred musical One from the Heart (1981). The movie was shot at crippling expense on glitzy sets designed to evoke a garish, heightened Las Vegas. He also played an automobile engineer in Coppola’s Tucker: The Man and His Dream (1988).

He was at his most winning in Martha Coolidge’s intelligent teen romcom Valley Girl (1983), in which he was the adorably laidback manager of a health food restaurant whose daughter (Deborah Foreman) is dating a Hollywood punk, played by Nicolas Cage. That young actor, who happened to be Coppola’s nephew, may have stolen the show, but seeing the two men together made it feel as if Forrest was passing on the mantle of risk-taker to a new generation.

Born in Waxahachie, Texas, he was the son of Virginia (nee McSpadden) and Frederic, who ran a furniture business and owned greenhouses from which he sold plants to local shops. Frederic junior was educated at Texas Christian University, in Fort Worth. His acting ambitions led him to New York, where he studied under Sanford Meisner. After a stint in the army, he made his stage debut in the off-Broadway show Viet Rock in 1966, then had small parts in both the 1968 stage version and 1969 film adaptation of Futz, a comedy about a farmer in love with a pig.

His first major screen roles were in When the Legends Die (1972), in which he starred as an 18-year-old Native American rodeo rider – though Forrest was 36 at the time – who is mentored by a seasoned veteran (Richard Widmark); and the crime drama The Don is Dead (1973). He played the title role in Larry (1974), the factually based story of a man wrongly admitted to a psychiatric institution for 26 years.

He also appeared in The Missouri Breaks (1976), a western with Brando and Jack Nicholson, and played Lee Harvey Oswald on television in Ruby and Oswald (1978). He was twice cast as the novelist Dashiell Hammett, first in Wim Wenders’s wryly speculative Hammett (1982), which proposed that the writer was caught up in a real-life mystery that inspired him to pen The Maltese Falcon, and later in the TV movie Citizen Cohn (1992), where he suavely resists the efforts of the virulent lawyer Roy Cohn (James Woods) to intimidate him into naming names during the anti-Communist witchhunts.

Other films include Abel Ferrara’s Elmore Leonard adaptation Cat Chaser, Costa-Gavras’s war-crimes drama Music Box (both 1989), the tardy Chinatown sequel The Two Jakes (1990), directed by Nicholson, and Trauma, a rare US excursion for the Italian horror maestro Dario Argento. In the thriller Falling Down (also 1993), Forrest had a scene-stealing turn as a cartoonishly villainous racist in a Los Angeles military surplus store.

On television, he starred in Stephen Frears’s Saigon: Year of the Cat (1983), written by David Hare, and was part of the sprawling ensemble in the acclaimed western Lonesome Dove (1989). In the BBC2 series Die Kinder (1990), he played a private detective hired by a woman (Miranda Richardson) whose children have been kidnapped by their father. John Frankenheimer directed him in the US civil war drama Andersonville (1996).

He also starred in The Brave, the only film to be directed by Johnny Depp, and Wenders’s The End of Violence (both 1997). His final appearance was alongside Sean Penn and Jude Law in All the King’s Men (2006), a political drama adapted from the Robert Penn Warren novel previously filmed in 1949.

His two marriages, to Nancy Ann Whitaker (1960 to 1963) and the actor Marilu Henner (1980 to 1983) both ended in divorce.

🔔 Frederic Fenimore Forrest Jr, actor, born 23 December 1936; died 23 June 2023

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