Uploads from pedrosimoes7, tagged portugal, with geodata

Silhouetted people

nobody@flickr.com (pedrosimoes7) — Sun, 16 Jun 2013 11:14:06 -0700

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Radial de Benfica, Lisbon, Portugal

Portuguese Architecture

nobody@flickr.com (pedrosimoes7) — Sat, 15 Jun 2013 05:39:32 -0700

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Sintra, Portugal

Street people weight balance

nobody@flickr.com (pedrosimoes7) — Thu, 13 Jun 2013 05:52:20 -0700

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Restauradores, Lisbon

nobody@flickr.com (pedrosimoes7) — Thu, 13 Jun 2013 05:41:45 -0700

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Mértola, Portugal

Young couple love

nobody@flickr.com (pedrosimoes7) — Wed, 12 Jun 2013 12:55:20 -0700

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Parque Das Nações, Lisbon, Portugal

Rail lines

nobody@flickr.com (pedrosimoes7) — Tue, 11 Jun 2013 06:51:41 -0700

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Radial de Benfica, Lisbon, Portugal

Amadeus

nobody@flickr.com (pedrosimoes7) — Sun, 09 Jun 2013 13:50:08 -0700

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Lisbon, Portugal

Morgan +4

nobody@flickr.com (pedrosimoes7) — Sun, 09 Jun 2013 13:44:51 -0700

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Av. de Roma, Lisbon, Portugal

in Wikipedia

1952 "flat radiator" Morgan +4

1963 Morgan +4

The Morgan +4 was introduced in 1950 as a larger-engined ("plus") car than the 4–4. The +4 used the 2088 cc Standard Vanguard engine, while the 4–4 used a Standard Special 1267 cc engine (1950–58). Later +4s used Triumph TR2–TR4 engines (1954–1969). +4 production was suspended in 1969 but brought back in 1985 with a Fiat engine (1985–1988) and then a 4-cylinder Rover engine (1988–2000). Production was again suspended and the Plus 4 returned once more in 2004 with a 155 bhp (116 kW; 157 PS) Ford 4-cylinder.
+4+ .

Morgan +4+

A version of the +4, designated the +4+, was made from 1964 to 1967 with a contemporary fibreglass coupe body. The light weight and reduced drag characteristics improved the performance of the +4+ over the regular +4 in every aspect. However, the traditional Morgan enthusiasts did not embrace this departure from Morgan custom, and mainstream enthusiasts did not embrace the seemingly archaic +4 chassis. Only 26 +4+ cars were built.
Morgan 4/4 [edit]

1974 Morgan 4/4

The 4–4 was replaced by the 4/4 in 1955. The 4/4 now uses the +8 chassis and a Ford engine.

Morgan +8 [edit]

Faced with the decreasing availability of large four-cylinder engines for use in their +4 models, Morgan began to install the recently available Rover V8 engine in their cars in 1968, giving these cars the model designation "+8".

The engine displacement jumped from the 2.3 L of the Triumph TR4 engine to 3.5 L, then 3.9 L (1990), 4.0 (1998–2004) with an optional 4.6L (1996–2000) all based on the same Land Rover block. However, the V-8 was no longer than the Triumph. These features made the +8 accelerate much more quickly than the early +4 and also improved its road-holding capability.
Horsepower (143–204 bhp), weight and performance varied with emission and structural laws through its history. In its final form, the GEMS Land Rover V8 produced 190 hp (140 kW). Thus powered, the car could accelerate from 0–60 mph in 5.6 seconds.

Roadster at 76e international Motorshow Geneva 2006
Roadster

In 2004, Morgan came out with a traditional styled model to replace the departing Plus 8. The new model, named the "Roadster" was powered by a Ford UK Mondeo V6 producing 204 bhp (152 kW; 207 PS). In 2007, the Mondeo engine was replaced by a US version of the same engine in the Roadster II. In 2011/2, the engine was again replaced by the 3,7 Duratec Cyclone engine and bhp increased to 280. The company calls this latest Roadster version the Roadster 3.7.

Morgan Aero 8 (Series I-IV) [edit]

A Modern Morgan Aero 8 at the Scarsdale Concours

In 2000, the Morgan Aero 8 was introduced and, as always, the wooden body substructure was ash. (Contrary to popular myth, however, the chassis is metal; aluminium for the Aero 8). The Aero 8, with a BMW V8 engine in a car weighing less than a BMW Z4 and considerably less than a BMW M3, (though more than traditional Morgans) is even faster than the Plus 8, delivering what Autoweek magazine termed supercar performance. The newest Aero 8 (Ser. IV) puts out 367 hp (274 kW) at 6100 rpm giving it a top speed of over 170 mph (270 km/h). Due to the Aero 8's light weight it can do 0–62 mph (100 km/h) in 4.5 seconds.[7]
During its customer production lifetime (2002–2009), the Aero was configured in five official versions, (I,II, III, IV and the Aero America) with variations in styling, engines, transmissions, braking and suspension. The Company canceled its production in 2009. It was followed by the Aeromax, a limited coupe edition of 100 units produced between 2008 and early 2010.
The year of highest production was 2002.

Morgan Aero 8

The Morgan Aeromax is a coupé variation of the Aero 8 commissioned for Prince Eric Sturdza, President of Banque Baring Brothers Sturdza SA.[8] Production limited to 100 cars was later authorised by Sturdza, each selling for £110,000. Customers have included Richard Hammond, Rowan Atkinson, and Paul O'Grady.

Morgan Aero 8

The Morgan Aero SuperSports is a targa-roofed version of the AeroMax, sharing its bonded aluminium chassis and lower bodywork with the coupe.[9] It was launched at the 2009 Pebble Beach car show in California.
Morgan Aero Coupe [edit]
Main article: Morgan Aero 8
The Morgan Aero Coupe is a hard top version of the Aero SuperSports, sharing its bonded aluminium chassis, bodywork, suspension, and engine. It was launched at the end of 2011. It was not available in the USA.

Morgan Aero Plus 8

Main article: Morgan Aero 8

The new Morgan Aero Plus 8 is a classic body version of the Aero SuperSports and Aero Coupe, sharing their bonded aluminum chassis, bodywork, suspension, and engine. It was launched at the end of 2011. It was not available in the USA.

Morgan Eva GT

Main article: Morgan Eva GT

Based on the same chassis as the Aero Supersports, the Eva GT will be a 2+2 grand tourer, and as such it is longer in the body. The Eva GT will use BMW N54 twin-turbo straight-6 producing 302 bhp, this is Euro-6 emissions compliant. Shown at Pebble Beach in clay in 2010 and expected to go on sale in 2012, deposits have been taken since 2010. At the end of 2011, Morgan announced that it will use new magnesium technology for the body and therefore it will not be re-presented until 2014 with deliveries after that.

2011 Morgan Threewheeler

Morgan 3 Wheeler[10]

The Morgan Motor Company announced that they would launch the '3 Wheeler' in 2011[12][13][14][15] at the Geneva Motor Show.[13][14] The Threewheeler was initially said to have a Harley-Davidson Screaming Eagle V-twin engine and a Mazda 5-speed manual transmission,[12][13][14][15][16] and was estimated to deliver 115 horsepower (86 kW)[12][14][15][16] at the rear wheel.[15][16] However, there was a surprise when the prototype that was shown at Geneva had a S&S engine. Production three-wheelers turned out to have S&S engines.[17][18] The kerb weight was originally estimated to be less than 500 kilograms (1,102 lb),[12][13][14][16] but the final weight was tested at 550 kg. The acceleration from zero to 60 miles per hour (97 km/h) was estimated by Morgan to occur in 4.5 seconds, with an (est.) top speed of 115 miles per hour (185 km/h).[12][13][14][15][16] The three-wheeler is to be homologated as a motorcycle in the United States.[12][16] The company states that 850 deposits have been taken since the announcement in 2011. Customer deliveries began in Europe in February 2012. USA deliveries are not expected before June 2012, when the first imported three-wheeler was displayed in New York City and at the Greenwich Concours d'Elegance. The Morgan Threewheeler was featured in a Series 18 episode of UK motoring show Top Gear where presenter Richard Hammond picked the Morgan Threewheeler in a comparison of track-day cars. The Threewheeler won the "Not-A-Car of the Year 2011" in Top Gear (magazine).
Availability to the United States.

Morgan Motor factory, main entrance

For part of the 1950s and 1960s, the USA provided the company with its largest market worldwide, taking up to 85% of all production.[19] This ended with the first wave of US safety and emission regulations in 1971. For many years (1974 to 1992), all Morgans imported into the United States were converted to run on propane as fuel to pass the U.S. emissions regulations. However, this conversion, along with bringing the cars into compliance with US vehicle safety leglislation, was carried out by the dealership, and not by the factory, making the cars grey market vehicles.

However, when the Rover Group re-certified their V8 engine for use in the Range Rover 4x4 sold in the U.S., Morgan was able to use the same engine for a fully US compliant stock Morgan from 1992 to 1996,[citation needed] and again from 1998 to 2004.[citation needed] In 2005, the engine was replaced with the US version of another traditionally shaped model (with a V6) called the Roadster.

In 2002, Morgan centralised its international compliancy development and regulatory interaction in-house.[citation needed] In 2005, its right to import its classic models ceased when supplies of its necessary airbag were exhausted and no replacement was developed. In 2006, a request for an airbag exemption to the U.S. National Highway Traffic Safety Administration was refused, and the import of classic Morgans ceased.

In 2005, the new Morgan Aero 8 model (versions 2 and 3) received a three year exemption from rear impact non-compliance,[22] along with a separate exemption for compliance with "advanced airbag requirements".[23] The rear-impact exemption lapsed in May 2008 without further application. Morgan has indicated to its US dealers that it plans to re-apply for US certification for some model at as yet an undetermined date in the future.[citation needed]
In April 2012, the new Morgan 3 Wheeler was show-cased at the New York International Auto Show, at the Jacob Javits Center, by Bobby Singh and Gideon Lang-Laddie of Manhattan Motorsports www.morgan3w.com. This was the first time in 10 years that Morgan had had a presence at the largest of the American car shows and was the first US specification Morgan 3 Wheeler in the USA. The Morgan 3 Wheeler was voted one of the "Hottest Cars Of The Show" by G4TV.

In May 2012. Manhattan Motorsports took delivery of Charles Morgan's Superdry edition Morgan 3 Wheeler and prepared it for its first major American trial. This vehicle was driven across the States, from New York to Los Angeles by Charles Morgan and his wife,covering 3000 miles, in the Gumball 3000 Rally. At the end of the 7 day drive, the Morgan 3 Wheeler was awarded the "Spirit of Gumball" prize.
General characteristics [edit]

Traditional Morgan sliding kingpin suspension

In spite of their traditional design, Morgans have always had sporting or "sports car" performance, due to their extremely low weight.
Among their enthusiasts, Morgans are affectionately known as "Moggies".
H.F.S. Morgan's 1909 Runabout used sliding pillar suspension, an independent front suspension system with each front wheel mounted on a kingpin mounted to slide along a fixed pillar and located by a spring. Morgan used developments of this suspension system throughout its existence and it is still used on Morgan's "classic" line, although not on the Aero 8 or its derivatives.

Writing

nobody@flickr.com (pedrosimoes7) — Mon, 03 Jun 2013 06:32:26 -0700

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Av da Republica, Lisbon, Portugal

1st June Portuguese Anti-Troika Demonstration

nobody@flickr.com (pedrosimoes7) — Sat, 01 Jun 2013 16:54:22 -0700

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Av. da Republica, Lisbon, Portugal

1st June Portuguese Anti-Troika Demonstration: A Symbol

nobody@flickr.com (pedrosimoes7) — Sat, 01 Jun 2013 16:35:50 -0700

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Entrecampos, Lisbon, Portugal

"Basilica da Estrela" Window

nobody@flickr.com (pedrosimoes7) — Sat, 01 Jun 2013 03:12:29 -0700

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Estrela, Lisbon, Portugal

Reading the newspaper on a Saturday morning

nobody@flickr.com (pedrosimoes7) — Thu, 30 May 2013 15:14:00 -0700

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Chiado, Lisbon, Portugal

DSC_7862.JPG - Versão 2

nobody@flickr.com (pedrosimoes7) — Thu, 30 May 2013 02:44:09 -0700

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Chiado, Lisbon, Portugal

Relaxing

nobody@flickr.com (pedrosimoes7) — Tue, 28 May 2013 08:41:51 -0700

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Estrela, Lisbon, Portugal

Portuguese Window

nobody@flickr.com (pedrosimoes7) — Mon, 27 May 2013 01:16:31 -0700

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Monserrate, Sintra, Portugal

25 May 2013 Intersindical demonstration

nobody@flickr.com (pedrosimoes7) — Sun, 26 May 2013 05:20:44 -0700

pedrosimoes7 posted a photo:

Belem, Lisbon, Portugal

Translation SEX ?!?! No Thanks... The government f.... me everyday!

New Coach Museum building

nobody@flickr.com (pedrosimoes7) — Sun, 26 May 2013 05:15:22 -0700

pedrosimoes7 posted a photo:

Belem, Lisbon, Portugal

in DN Artes

"O novo Museu dos Coches ocupa 15.177 metros quadrados nos terrenos das antigas Oficinas Gerais do Exército, e foi concebido em consórcio com os ateliers MMBB Arquitetos (Brasil), Bak Gordon Arquitetos, e Nuno Sampaio Arquitetos (Portugal).

Deverá receber o acervo das peças do atual Museu dos Coches, instalado no antigo Picadeiro Real do Palácio de Belém, localizado na Praça Afonso de Albuquerque, a algumas centenas de metros de distância do edifício contemporâneo."

Messerschmitt KR200

nobody@flickr.com (pedrosimoes7) — Mon, 20 May 2013 08:36:25 -0700

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MotorClássico, Lisbon, Portugal

in Wikipedia

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

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

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

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

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

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

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

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

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

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

Features

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

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

Bubble canopy

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

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

Engine and transmission

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

Controls

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

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

Legacy

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

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

Funambulist girl

nobody@flickr.com (pedrosimoes7) — Sun, 19 May 2013 04:23:30 -0700

pedrosimoes7 posted a photo:

Jardim da Estrela, Lisbon, Portugal