PROTOTYPE

Cool Prototype Manufacturing Firm pictures

Cool Prototype Manufacturing Firm pictures

Klarm Machining

Check out these prototype manufacturing organization photos:

“Joaninha” (Renault four CV)

Image by pedrosimoes7
Oeiras, Portugal

in Wikipedia

The Renault 4CV is an economy vehicle created by the French manufacturer Renault from August 1947 to July 1961. As the first French automobile to sell over a million units, the 4CV was in the end superseded by the Renault Dauphine.

The 4CV was a four-door sedan of monocoque construction,[1] three.6 meters in length with rear suicide doors[three] and using Renault’s Ventoux engine in a rear-engine, rear-wheel drive layout.

The car’s name, 4CV, translates from the French for 4 cheveaux or 4 horse, especially four taxable horsepower.

To celebrate the fiftieth anniversary of the debut of the 4CV, in 1996 Renault presented a totally roadworthy concept car, the Renault Fiftie, with styling that recalled the 4CV, only in a two-door, mid-engine design and style.

Conception and history

The 4CV was originally conceived and designed covertly by Renault engineers throughout the German occupation of France in the course of Planet War II, when the manufacturer was under strict orders to design and create only industrial and military vehicles. A design group led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a tiny, economical automobile appropriate for the economically tough years which would inevitably stick to the war.

The first prototype was completed in 1942 and two a lot more prototypes had been developed in the following 3 years. Pierre Lefaucheux tested the four CV prototype at Renault’s Herqueville estate.[four] The 4CV was ultimately presented to the public and media at the 1946 Paris Motor Show. The cars went on sale a year later.

In 1940 Louis Renault had directed his engineering team to &quotmake him a car like the Germans&quot. And until the arrangement was simplified in 1954, the 4CV featured a ‘dummy’ grill comprising six thin horizontal chrome strips, intended to distract focus from the similarity of the car’s all round architecture to that of the German Volkswagen,[1] whilst recalling the modern day designs of the fashionable front engined passenger vehicles produced in Detroit throughout the earlier 1940s.

An essential portion of the 4CV’s achievement, owes to the new methodologies employed in its manufacture, pioneered by Pierre Bézier. Bézier had begun his 42 year tenure at Renault as a Tool Setter, moving up to Tool Designer and then becoming head of the Tool Style Office. As Director of Production Engineering in 1949, he developed the transfer lines (or transfer machines) making most of the mechanical components for the 4CV.[5] The transfer machines were higher-functionality function tools designed to machine engine blocks. Even though imprisoned for the duration of WWII, Bézier created and enhanced on the automatic machine principle, introduced before the war by GM (Basic Motors). The new transfer station with several workstations and electromagnetic heads (antecedants to robots), enabled different operations on a single component to be consecutively performed by transferring the part from one particular station to another.

On the 4CV’s launch, it was nicknamed &quotLa motte de beurre&quot(the lump of butter) — due to the combination of its shape and the truth that early deliveries all utilized surplus paint from the German Army autos of Rommel’s Afrika-Corps, in a sand-yellow colour.[1] The 4CV was initially powered by a 760cc rear mounted four-cylinder engine coupled to a three-speed manual transmission. [7] In 1950 the 760cc unit was replaced by a 747cc version [7] of the &quotVentoux&quot engine creating 17 hp (13 kW).

In spite of an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most well-known vehicle in France. The auto remained in production for much more than a decade afterwards. Claimed power output elevated subsequently to 21 hp (16 kW) as increased fuel octanes allowed for larger compression ratios, which along with the comparatively low weight of the vehicle (620 kg) enabled the companies to report an – 90 km/h (56 mph) time of 38 seconds and a prime speed barely beneath one hundred km/h (62 mph).[1] The engine was notable also for its elasticity, the second and prime gear both becoming usable for speeds between five km/h (three mph) and 100 km/h (62 mph): the absence of synchromesh on first gear would presumably have discouraged use of the bottom gear except when beginning from rest.

The rear mounting of the engine meant that the steering could be highly geared even though remaining reasonably light: in the early vehicles only 2¼ turns had been required from lock to lock.[1] The unusually direct steering no doubt delighted some keen drivers, but road tests of the time nonetheless included warnings to take great care with the car’s handling on wet roads.[1] In due course the makers switched from 1 intense to the other, and on later vehicles 4½ turns had been needed to turn the steering wheel from lock to lock.

The 4CV’s direct replacement was the Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961. The 4CV was replaced by the Renault 4 which utilised the identical engine as the 4CV and sold for a similar cost.
Although most of the vehicles had been assembled at Renault’s Île Seguin plant located on an island in the river opposite Billancourt, the 4CV was also assembled in seven other countries, becoming Australia, Belgium, England, Ireland, Japan (where the Hino assembled examples gained a reputation for superior quality[1]), Spain and South Africa.[1] 1,105,543 vehicles were made the 4CV became the very first French vehicle to sell over a million.

The 4CV was easily modified and was utilized extensively as a racing auto. The 1st collaboration in between the Alpine business and Renault was the Alpine A-106 which was based on the 4CV. The partnership which would go on to win the Planet Rally Championship with the legendary Alpine A-110 in later years,

Renault four CV

Image by pedrosimoes7
Belem, Lisbon, Portugal

in Wikipedia

The Renault 4CV is an economy vehicle developed by the French manufacturer Renault from August 1947 to July 1961. As the very first French automobile to sell over a million units, the 4CV was eventually superseded by the Renault Dauphine.

The 4CV was a four-door sedan of monocoque construction,[1] 3.6 meters in length with rear suicide doors[3] and using Renault’s Ventoux engine in a rear-engine, rear-wheel drive layout.

The car’s name, 4CV, translates from the French for 4 cheveaux or 4 horse, particularly 4 taxable horsepower.

To celebrate the fiftieth anniversary of the debut of the 4CV, in 1996 Renault presented a totally roadworthy idea automobile, the Renault Fiftie, with styling that recalled the 4CV, only in a two-door, mid-engine style.

Conception and history

The 4CV was initially conceived and created covertly by Renault engineers for the duration of the German occupation of France for the duration of Planet War II, when the manufacturer was beneath strict orders to design and style and produce only commercial and military cars. A design and style team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a little, economical car appropriate for the economically difficult years which would inevitably adhere to the war.

The initial prototype was completed in 1942 and two far more prototypes had been created in the following three years. Pierre Lefaucheux tested the four CV prototype at Renault’s Herqueville estate.[4] The 4CV was ultimately presented to the public and media at the 1946 Paris Motor Show. The automobiles went on sale a year later.

In 1940 Louis Renault had directed his engineering team to &quotmake him a vehicle like the Germans&quot. And until the arrangement was simplified in 1954, the 4CV featured a ‘dummy’ grill comprising six thin horizontal chrome strips, intended to distract interest from the similarity of the car’s overall architecture to that of the German Volkswagen,[1] whilst recalling the modern designs of the fashionable front engined passenger vehicles developed in Detroit in the course of the earlier 1940s.

An important component of the 4CV’s accomplishment, owes to the new methodologies utilized in its manufacture, pioneered by Pierre Bézier. Bézier had begun his 42 year tenure at Renault as a Tool Setter, moving up to Tool Designer and then becoming head of the Tool Design and style Office. As Director of Production Engineering in 1949, he designed the transfer lines (or transfer machines) creating most of the mechanical components for the 4CV.[5] The transfer machines had been high-efficiency function tools developed to machine engine blocks. Although imprisoned throughout WWII, Bézier developed and enhanced on the automatic machine principle, introduced ahead of the war by GM (Common Motors). The new transfer station with numerous workstations and electromagnetic heads (antecedants to robots), enabled various operations on a single element to be consecutively performed by transferring the part from one particular station to one more.

On the 4CV’s launch, it was nicknamed &quotLa motte de beurre&quot(the lump of butter) — due to the mixture of its shape and the reality that early deliveries all utilised surplus paint from the German Army automobiles of Rommel’s Afrika-Corps, in a sand-yellow color.[1] The 4CV was initially powered by a 760cc rear mounted 4-cylinder engine coupled to a three-speed manual transmission. [7] In 1950 the 760cc unit was replaced by a 747cc version [7] of the &quotVentoux&quot engine creating 17 hp (13 kW).

Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most well-liked car in France. The auto remained in production for more than a decade afterwards. Claimed energy output improved subsequently to 21 hp (16 kW) as enhanced fuel octanes allowed for higher compression ratios, which along with the comparatively low weight of the auto (620 kg) enabled the producers to report an – 90 km/h (56 mph) time of 38 seconds and a prime speed barely under 100 km/h (62 mph).[1] The engine was notable also for its elasticity, the second and best gear each being usable for speeds in between 5 km/h (three mph) and 100 km/h (62 mph): the absence of synchromesh on first gear would presumably have discouraged use of the bottom gear except when starting from rest.

The rear mounting of the engine meant that the steering could be very geared while remaining comparatively light: in the early automobiles only 2¼ turns have been needed from lock to lock.[1] The unusually direct steering no doubt delighted some keen drivers, but road tests of the time nonetheless integrated warnings to take wonderful care with the car’s handling on wet roads.[1] In due course the makers switched from 1 intense to the other, and on later vehicles 4½ turns were necessary to turn the steering wheel from lock to lock.

The 4CV’s direct replacement was the Dauphine, launched in 1956, but the 4CV in truth remained in production till 1961. The 4CV was replaced by the Renault 4 which utilized the identical engine as the 4CV and sold for a related value.
Although most of the cars were assembled at Renault’s Île Seguin plant positioned on an island in the river opposite Billancourt, the 4CV was also assembled in seven other countries, becoming Australia, Belgium, England, Ireland, Japan (where the Hino assembled examples gained a reputation for superior good quality[1]), Spain and South Africa.[1] 1,105,543 cars have been created the 4CV became the first French automobile to sell over a million.

The 4CV was effortlessly modified and was employed extensively as a racing vehicle. The very first collaboration amongst the Alpine organization and Renault was the Alpine A-106 which was primarily based on the 4CV. The partnership which would go on to win the Globe Rally Championship with the legendary Alpine A-110 in later years,

Good Prototype Manufacturing Firm pictures

Good Prototype Manufacturing Firm pictures

Klarm Machining

A few good prototype manufacturing company images I found:

Sinsheim – Technikmuseum Sinsheim – DeLorean DMC-12 02

Image by Daniel Mennerich
The DeLorean DMC-12 (commonly referred to simply as The DeLorean as it was the only model ever made by the company) is a sports vehicle manufactured by John DeLorean’s DeLorean Motor Company for the American market in 1981–82. Featuring gull-wing doors with a fiberglass &quotunderbody&quot, to which non-structural brushed stainless steel panels are affixed, the auto became iconic for its look as a modified time machine in the Back to the Future film trilogy.

The 1st prototype appeared in October 1976, and production officially began in 1981 in Dunmurry, a suburb of south west Belfast, Northern Ireland (with the very first DMC-12 rolling off the production line on January 21). During its production, a number of characteristics of the auto had been changed, such as the hood style, wheels and interior. Around 9,000 DMC-12s have been created before production halted in early 1983.

The DMC-12 was the only model developed by the business, which would go into liquidation as the US vehicle marketplace went through its biggest slump because the 1930s. In 2007, about six,500 DeLorean Motor cars had been believed to still exist.

British entrepreneur Stephen Wynne primarily based in Texas started a separate firm in 1995 making use of the &quotDeLorean Motor Firm&quot name and shortly thereafter acquired the trademark on the stylized &quotDMC&quot logo as properly as the remaining components inventory of the original DeLorean Motor Firm. The organization, at its suburban Humble, Texas location, completes newly assembled automobiles from new old stock (NOS) parts, original gear manufacturer (OEM) and reproduction parts on a &quotmade to order&quot basis utilizing existing Car Identification Quantity (VIN) plates.

Lastest Prototype Manufacturing Organization News

Klarm Machining

Wife&#39s plea leads to golf-tool invention
Then he went back to operate on prototypes. Roelandt came back to see Frear in the course of the 2013 golf season, and a organization partnership was born. Production of P5s is outsourced to Cardinal Industries in Aberdeen. The polypropylene devices sell on Kerolona&#39s&nbsp…
Study far more on Sioux Falls Argus Leader

A controversial low-price eBike has now raised more than .8 million on Indiegogo
This is regardless of the controversy surrounding the bike where critics have claimed that it can&#39t be sold for the original low advertised cost. The campaign initially created it sound like the bike would sell for beneath $ 600. But Sondors clarified that only …
Read far more on Company Insider

State provides to sweeten Cardio3 deal in Rochester
Mayo Clinic and Cardio3 have collaborated because 2007 on the cardiopoiesis technology the organization makes use of to repair sufferers&#39 hearts by re-programming their own stem cells to regenerate cardiac tissue. That analysis was led by Mayo Clinic&#39s Dr. Andre …
Read a lot more on Post-Bulletin

Nice Prototype Manufacturing Organization pictures

Nice Prototype Manufacturing Organization pictures

Klarm Machining

Some cool prototype manufacturing company photos:

Endurance

Image by . SantiMB .
This is a specimen of Montesa Impala (legendary spanish motorbike) that I have discovered in the garage exactly where I hold the automobile. It is in ideal state in spite of its antiquity, and that demonstrates that it perfectly fulfills the objective of his existence: endurance.

I dedicate this photo to a operate mate that, even though she is not registered in Flickr, she visits my photos frequently, and for days it has been releasing new moto.

I have taken many images, with diverse angles, with and without having flash, HDR, Orton… and ultimately I select this one particular without having flash, that she is the a single that better represents what is this machine. Following see it time and once again, I have decided to do a cutout with partial desaturation for eliminate the colours of the wall and the floor, and leave only the red and yellow colours of the bike.

Montesa Honda is now the Spanish subsidiary of Honda, which assembles numerous models of motorcycles, bicycles, and components at its Barcelona plant. The firm exports 75 per cent of its production to the rest of Europe.

Formed in 1944 by Pedro Permanyer and Francisco Xavier Bultó, the first Montesa prototype was constructed primarily based upon the French Motobécane models of that time. Powered by a 93cc two-stroke engine with no rear suspension 22 of these units had been sold in the very first year and so promising did the market place seem that Permanyer and Bulto formulated their partnership. As a successor to the preceding model, Senor Bulto made a new 125cc roadster, which was tested in numerous trail variety rallies and semi-enduros that were well-liked in Spain at the time.

In 1961 Leopoldo Milá was working intensively on the &quotImpala&quot project. 1 of the fundamentals of the project was to assure the top quality and reliability of the product, and that is why it was required to topic the prototypes to tough, exhaustive testing.

Along the way the thought arose to make a motorcycle crossing of Africa, from north to south, where the most attempting conditions have been insured. The strategy was risky and ambitious. Five volunteers speedily appeared to make the trip: Oriol Regás, Tey Elizalde, Enrique Vernis, Rafael Marsans and Manuel Maristany.

Crossing Africa by motorcycle, from Capetown to Cairo, beneath the circumstances of the time, was an adventure of epic proportions. The media covered the event really closely.
3 &quotImpala&quot prototypes had been painstakingly ready, and, in the firm of a back up Land-Rover, the adventure kicked off on 15 January 1962. For the duration of 1000 days, and crossing 20,000 kilometres, no higher troubles arose than a couple of minor incidents that cropped up along the way in inhospitable nations, through forests and plains, with out roads and facing a myriad of risks of all types.

The style tips of Leopoldo Milá had been confirmed and the final project was a complete good results. The new Montesa &quotImpala&quot earned from the very first moment onward main technical, industrial and sports accomplishment. An instance for design and style was also set which has not been invalidated with the passing of time.

You can nonetheless see &quotImpalas&quot being driven on the streets of Barcelona, which is some thing entirely unusual provided that they had been created in 1961. Young motorcycle drivers still nowadays compete with each other for the acquire of these models as if they were precious jewels. The Montesa &quotimpala&quot was awarded the ADI-FAD prize for the very best industrial style in 1962. At that time the business had 460 personnel on the payroll, and production of 11,000 units per year.

The reigning industrial notion of the time was that of hugely integrated manufacturing: foundry perform, presses, welding, full mechanisation of the engine, painting, and assembly …The models manufactured simultaneously in the sixties were the &quotImpala&quot, the &quotImpala Sport&quot, &quotComando&quot, and production for the initial time was begun for the assembly line production of a Moto-Cross bike (the &quotImpala Cross&quot 175 and 250-cc.), essentially for export. A new model primarily based on a very sophisticated notion for the time was also launched: the 4-speed 60-cc scooter named the Montesa &quotMicroscooter&quot.

Sources: en.wikipedia.org/wiki/Montesa_Honda and www.montesaweb.com/ang/frame_unionhistoria.htm.

Alvis Speed 25

Image by pedrosimoes7
MotorClássicos,Lisbon, Portugal

Belem, Lisbon, Portugal

in Wikipedia

Alvis cars have been created by the manufacturer Alvis Auto and Engineering Business Ltd of Coventry, United Kingdom from 1919 to 1967. The business also made aero-engines and military autos, the latter continuing long soon after auto production ceased.

Beginnings

The original firm, TG John and Co. Ltd., was founded in 1919. Its 1st items had been stationary engines, carburettor bodies and motorscooters. The company’s founder T.G. John was approached by Geoffrey de Freville with styles for a four-cylinder engine with aluminium pistons and pressure lubrication, unusual for the period. Some have recommended that de Freville proposed the name Alvis as a compound of the words &quotaluminium&quot and &quotvis&quot (meaning &quotstrength&quot in Latin) although de Freville himself vigorously denied this theory. Probably the name was derived from the Norse mythological weaponsmith, Alvíss, but the accurate origin is unknown.

The initial automobile model, the 10/30, making use of de Freville’s style was an immediate accomplishment and set the reputation for top quality and efficiency for which the firm became famous. Following complaints from the Avro aviation company whose logo bore similarities to the original winged green triangle, the far more familiar inverted red triangle incorporating the word ‘Alvis’ evolved. In 1921, the firm changed its name and became the Alvis Car and Engineering Company Ltd. and moved production to Holyhead Road, Coventry where from 1922 to 1923 they also created the Buckingham vehicle.

In 1923 Captain GT Smith-Clarke joined from Daimler as Chief Engineer and Works Manager and was quickly joined by WM Dunn as Chief Draughtsman. This partnership lasted for 25 years and was accountable for generating some of the most effective merchandise in the company’s history.
The original 10/30 side-valve engine was created progressively becoming by 1923 the popular overhead-valve 12/50, produced until 1932 and one particular of the most effective vintage sports automobiles of all time. Exhilarating efficiency and rugged reliability meant that about 350 of these 12/50 hp automobiles and 60 of the later (and latterly concurrent) 12/60 hp survive today representing some 10 percent of total production.

1927 saw the introduction of the six-cylinder 14.75 h.p. and this engine became the basis for the long line of luxurious six-cylinder Alvis cars made up to the outbreak of war. Not only have been these cars really sophisticated but they were full of technical innovations. Independent front suspension and the world’s 1st all-synchromesh gearbox came in 1933 followed by servo assisted brakes. A front wheel drive model was introduced (from 1928 to 1930), a model bristling with innovation with front wheel drive, in-board brakes, overhead camshaft and, as an choice, a Roots variety supercharger.

Smith-Clarke developed remarkable models for the duration of the 1930s and 1940s — which includes the handsome, low-slung six-cylinder Speed 20, the Speed 25 (considered by many to be one of the finest vehicles produced in the 1930s) and the 4.3 Litre model. As with several upmarket engineering companies of the time Alvis did not produce their personal coachwork relying alternatively on the many obtainable Midlands coachbuilders such as Cross and Ellis, Charlesworth and Vanden Plas. Several vehicles also survive with really exotic one particular-off bodywork from other designers. In 1936, the company name was changed to Alvis Ltd and by the beginning of the war, aero-engine and armoured automobile divisions had been added to the organization.

Planet War Two

In September 1939 following the outbreak of war vehicle production was suspended, but was later allowed to resume and production of the 12/70, Silver Crest, Speed 25, and 4.three Litre continued properly into 1940. Throughout Planet War II the auto factory was severely damaged in the German Luftwaffe raid on Coventry in 1940 though strangely the armaments factory emerged fairly unscathed. Much valuable gear cutting and other equipment was lost and car production was suspended for the duration of the war only resuming for the duration of the latter part of 1946. Despite this, Alvis carried out war production on aero engines (as sub-contractor of Rolls-Royce) and other aeroplane gear.

Post war

Automobile production resumed with a 4-cylinder model, the TA14, based on the pre-war 12/70. A solid, reputable and eye-catching automobile, the TA14 fitted well the mood of sober austerity in post war Britain, but significantly of the magic attaching to the potent and sporting pre-war models had gone and life was not easy for a specialist car manufacturer. Not only had Alvis lost their car factory but several of the prewar coachbuilders had not survived either and these that had have been swiftly acquired by other producers. In reality, the post war history of Alvis is dominated by the quest for reliable and reasonably priced coachwork.

Smith-Clarke himself retired in 1950 and Dunn took more than as chief engineer. In 1950 a new chassis and six-cylinder three litre engine was announced and this highly profitable engine became the basis of all Alvis models till production ceased in 1967. Saloon bodies for the TA21, as the new model was named, again came from Mulliners of Birmingham as they had for the TA14, with Tickford creating the dropheads. But with the first of these becoming part of Normal Triumph and the second becoming acquired by Aston Martin Lagonda, it was clear by 1954 that new arrangements would have to be made. By this time some of the most original and gorgeous styles on the three litre chassis had been becoming produced by master coachbuilder Hermann Graber of Switzerland and indeed these 1-off designed cars are hugely sought soon after today. With a licence in spot, from 1955 all Alvis bodies became based on Graber styles. Early examples, the TC108/G, were built by Willowbrook of Loughborough but at such a higher price tag that very handful of had been created. Only soon after 1958 with the launch of the TD21 did one thing resembling complete scale production resume as Park Ward, coachbuilders for Rolls-Royce and Bentley, contracted to create the bodies at a much decrease value. These automobiles, the TD21 and its later variants, the TE21 and finally the TF21 are well built, attractive and quick cars. Nonetheless it was clear by the mid sixties that with a price tag of almost double that of the mass created Jaguar the end could not be far off.
There had been several ‘might-have-beens.’ From 1952 to 1955 Alec Issigonis, the creator of the later Mini worked for Alvis and created a new model with a V8 engine which proved too high-priced to produce.

Rover took a controlling interest in Alvis in 1965 and a Rover-created mid-engined V8 coupé prototype named the P6BS was rumoured to be the new Alvis model but with the takeover by British Leyland this also was shelved. By the time the TF21 was launched in 1966, (obtainable, like its predecessors in each saloon and drophead kind and with either manual or automatic gearbox), the model was beginning to show its age despite a top speed of 127 mph – the fastest Alvis ever produced. With only 109 sold and with political troubles aplenty in the UK automobile manufacturing company at that time, production lastly ceased in 1967. In 1968, a management buyout was finalised and all the Alvis design plans, buyer records, stock of components and remaining staff have been transferred to Red Triangle. The Alvis name lived on with armoured fighting automobile production.

Modern

Primary article: Alvis plc

As portion of Rover, Alvis Restricted was incorporated into British Leyland but was purchased by United Scientific Holdings plc in 1981. Subsequently the company’s name changed to Alvis plc. In 1998, the armoured automobile enterprise of GKN plc was taken on and the primary UK manufacturing operation moved from Coventry to Telford. The website of the Alvis operates in Holyhead Road is now an out-of-town buying complex, but its name, Alvis Retail Park, reflects the heritage of the web site.
In 2002 Alvis group purchased Vickers to type the subsidiary Alvis Vickers Ltd which was subsequently bought by BAE Systems in 2004. BAE Systems ended the use of the Alvis distinctive ‘red triangle’ trademark.
In 2009, Red Triangle negotiated the legal transfer of the Alvis vehicle trademarks and in 2010 announced the very desirable 4.3-Litre Short Chassis tourer would as soon as again be accessible. All Alvis’ records stay intact at the company’s Kenilworth headquarters along with a huge stock of period parts. Amazingly, one of the guys to have worked on the extremely final Alvis auto created in 1967 is still retained by the firm in a education capacity.

Constructed to the original plans, the new vehicle has been named the ‘Continuation Series’ to reflect the 73-year interruption in its production between 1937 and 2010. It differs only in detail from the pre-war examples: for emissions, the engine is governed by an Electronic Fuel Injection program with electric ignition, brakes are hydraulic rather than cable, the steering column collapsible and the rear light arrangement reconfigured to conform to modern requirements.

Nice Prototype China Manufacturing Company photos

Nice Prototype China Manufacturing Company photos

Klarm Machining

A few nice prototype manufacturing company images I found:

Riley Brooklands 1930

Image by pedrosimoes7
Belem, Lisbon, Portugal

in Wikipedia

Riley was a British motorcar and bicycle manufacturer from 1890. The company became part of the Nuffield Organisation in 1938 and was later merged into British Leyland: late in 1969 British Leyland announced their discontinuance of Riley production, although 1969 was a difficult year for the UK auto industry and so a number of cars from the company’s inventory are likely to have been first registered only in 1970.[2]
Today, the Riley trademark is owned by BMW.

Riley Cycle Company

Riley began as the Bonnick Cycle Company of Coventry, England. During the pedal cycle craze that swept Britain at the end of the nineteenth century, in 1890, William Riley Jr. purchased the company and in 1896 renamed it the Riley Cycle Company.[2] Later, cycle gear maker Sturmey Archer was added to the portfolio. Riley’s younger son, Percy, left school in the same year and soon began to dabble in automobiles. He built his first car at 16, in 1898, secretly, because his father did not approve. It featured the first mechanically operated inlet valve. By 1899, Percy Riley moved from producing motorcycles to his first prototype four-wheeled quadricycle. Little is known about Percy Riley’s very first "motor-car". It is, however, well attested that the engine featured mechanically operated cylinder valves at a time when other engines depended on the vacuum effect of the descending piston to suck the inlet valve(s) open. That was demonstrated some years later when Benz developed and patented a mechanically operated inlet valve process of their own but were unable to collect royalties on their system from British companies; the courts were persuaded that the system used by British auto-makers was based the one pioneered by Percy, which had comfortably anticipated equivalent developments in Germany.[2] In 1900, Riley sold a single three-wheeled automobile. Meanwhile the elder of the Riley brothers, Victor Riley, although supportive of his brother’s embryonic motor-car enterprise, devoted his energies at this stage to the core bicycle business.[2]

Company founder William Riley remained resolutely opposed to diverting the resources of his bicycle business into motor cars, and in 1902 three of his sons, Victor, Percy and younger brother Alan Riley pooled resources, borrowed a necessary balancing amount from their mother and in 1903 established the separate Riley Engine Company, also in Coventry.[2] A few years later the other two Riley brothers, Stanley and Cecil, having left school joined their elder brothers in the business.[2] At first, the Riley Engine Company simply supplied engines for Riley motorcycles and also to Singer, a newly emerging motor cycle manufacturer in the area,[2] but the Riley Engine Company company soon began to focus on four-wheeled automobiles. Their Vee-Twin Tourer prototype, produced in 1905, can be considered the first proper Riley car. The Engine Company expanded the next year. William Riley reversed his former opposition to his sons’ preference for motorised vehicles and Riley Cycle halted motorcycle production in 1907 to focus on automobiles.[2] Bicycle production also ceased in 1911.

In 1912, the Riley Cycle Company changed its name to Riley (Coventry) Limited as William Riley focused it on becoming a wire-spoked wheel supplier for the burgeoning motor industry, the detachable wheel having been invented (and patented) by Percy and distributed to over 180 motor manufacturers, and by 1912 the father’s business had also dropped automobile manufacture in order to concentrate capacity and resources on the wheels. Exploitation of this new and rapidly expanding lucrative business sector made commercial sense for William Riley, but the abandonment of his motor-bicycle and then of his automobile business which had been the principal customer for his sons’ Riley Engine Company enforced a rethink on the Engine Company.[2]

Riley Motor China Manufacturing

In early 1913, Percy was joined by three of his brothers (Victor, Stanley, and Allan) in a new business focused on manufacturing entire automobiles. This Riley Motor China Manufacturing Company was located near Percy’s Riley Engine Company. The first new model, the 17/30, was introduced at the London Motor Show that year. Soon afterwards, Stanley Riley founded yet another company, the Nero Engine Company, to produce his own 4-cylinder 10 hp (7.5 kW) car. Riley also began manufacturing aeroplane engines and became a key supplier in Britain’s buildup for World War I.

In 1918, after the war, the Riley companies were restructured. Nero joined Riley (Coventry) as the sole producer of automobiles. Riley Motor China Manufacturing came under the control of Allan Riley to become Midland Motor Bodies, a coachbuilder for Riley. Riley Engine Company continued under Percy as the engine supplier. At this time, Riley’s blue diamond badge, designed by Harry Rush, also appeared. The motto was "As old as the industry, as modern as the hour.

Riley grew rapidly through the 1920s and 1930s. Riley Engine produced 4-, 6-, and 8-cylinder engines, while Midland built more than a dozen different bodies. Riley models at this time included:
Saloons: Adelphi, Continental, Deauville, Falcon, Kestrel, Mentone, Merlin, Monaco, Stelvio, Victor
Coupes: Ascot, Lincock
Touring: Alpine, Lynx, Gamecock
Sports: Brooklands, Imp, MPH, Sprite
Limousines: Edinburgh, Winchester

The Riley Brooklands was one of the most successful works and privateer racing cars of the late 1920s and early 1930s, particularly in hill climbs and at Le Mans, providing a platform for the success of motorsports’ first women racing drivers like Kay Petrie and Dorothy Champney. It was based on Percy Riley’s ground-breaking Riley 9 engine, a small capacity, high revving engine, ahead of its time in many respects. It had a hemispherical combustion chamber and overheard valves and has been called the most significant engine development of the 1920s. Its longevity is illustrated by Mike Hawthorn’s early racing success after WW2 in pre-war Rileys, in particular his father’s Sprite. But by about 1936 the company had overextended, with too many models and too few common parts, and the emergence of Jaguar at Coventry was a direct challenge. Victor Riley had set up a new ultra-luxury concern, Autovia, to produce a V8 saloon and limousine to compete with Rolls-Royce. Meanwhile, Riley Engine Company had been renamed PR Motors (after Percy Riley) to be a high-volume supplier of engines and components. Although the rest of the Riley companies would go on to become part of BMC, PR Motors remained independent. After the death of Percy Riley in 1941, the company began producing transmission components and still exists today as Newage Transmissions. Percy’s widow Norah ran the company for many years and was Britain’s businesswoman of the year in 1960.

Nuffield Organisation

By 1937, Riley began to look to other manufacturers for partnerships. It had withdrawn from works racing after its most successful year, 1934, although it continued to supply engines for the ERA, a voiturette (Formula 2) racing car based on the supercharged 6-cylinder ‘White Riley’, developed by ERA founder Raymond Mays in the mid-thirties. Rileys (Ulster Imp and Sprite) were also the first significant cars raced by Mike Hawthorn after the war. BMW of Munich, Germany was interested in expanding its range into England. But the Rileys were more interested in a larger British concern, and looked to Triumph Motor Company, also of Coventry, as a natural fit. In February, 1938, all negotiations collapsed as Riley (Coventry) and Autovia went into receivership.
Both companies were purchased by Lord Nuffield for £143,000 and operated by Victor Riley as Riley (Coventry) Successors. It was quickly sold to Nuffield’s Morris Motor Company for £1, with the combination coming to be called the Nuffield Organisation.
Nuffield took quick measures to firm up the company. Autovia was no more, with just 35 cars having been produced. Riley refocused on the 4-cylinder market with two engines: A 1.5 litre 12 hp engine and the "Big Four", a 2.5 litre 16 hp unit (The hp figures are RAC Rating, and bear no relationship to bhp or kW). Only a few bodies were produced, and some components were shared with Morris for economies of scale.
After World War II, the restarted Riley Motors took up the old engines in new models, based in conception on the 1936-8 ‘Continental’. The RMA used the 1.5 litre engine, while the RMB got the Big Four. The RM line of vehicles, sold under the "Magnificent Motoring" tag line, were to be the company’s high point. They featured a front independent suspension and steering system inspired by the Citroën Traction Avant. Their flowing lines were particularly well-balanced, marrying pre-war ‘coachbuilt’ elegance to more modern features, such as headlamps faired-in to the front wings.

Victor Riley was removed by Nuffield in 1947, and the Coventry works were shut down as production was consolidated with MG at Abingdon. Nuffield’s marques were to be organised in a similar way to those of General Motors: Morris was to be the value line, MG offered performance, and Wolseley was to be the luxury marque. But with the luxury marque, and sporty/luxurious Riley also fighting for the top position, the range was crowded and confused.

British Motor Corporation

The confusion became critical in 1952 with the merger of Nuffield and Austin as the British Motor Corporation. Now, Riley was positioned between MG and Wolseley and most Riley models were, like those, little more than badge-engineered versions of Austin/Morris designs.

Other BMC Rileys included the Pathfinder with Riley’s 2.5 litre four which replaced the RM line. With a slightly restyled body and a different engine it was later also sold as the Wolseley 6/90. The Riley lost its distinct (though subtle) differences in 1958 and the 1958 6/90 was available badge engineered as a Riley Two-Point-Six. Although this was the only postwar 6-cylinder Riley, its C-Series engine was actually less-powerful than the Riley Big Four that it replaced. This was to be the last large Riley, with the model dropped in May 1959 and the company refocusing on the under-2 litre segment.
Riley and Wolseley were linked in small cars as well. Launched in 1957, the Riley One-Point-Five and Wolseley 1500 were reworked Morris Minors. They shared their exteriors, but the Riley was marketed as the more performance-oriented option, having an uprated engine, twin S.U. carburetters and a close-ratio gearbox. With its good handling, compact, sports-saloon styling and well-appointed interior, the One-Point-Five quite successfully recaptured the character of the 1930s light saloons.

At the top of the Riley line for April 1959 was the new Riley 4/Sixty-Eight saloon. Again, it was merely a badge-engineered version of other BMC models. This time, it shared with the MG Magnette Mark III and Wolseley 15/60. The car was refreshed, along with its siblings, in 1961 and rebadged the 4/Seventy-Two.

The early 1960s also saw the introduction of the Mini-based Riley Elf. Again, a Wolseley model (the Hornet) was introduced simultaneously. This time, the Riley and Wolseley versions were differentiated visually and identical mechanically.

A BLMC press release dated 9 July 1969 announced "today that all Riley models produced at British Leyland’s Austin-Morris division will be discontinued".[2]
The final model of the BMC era was the Kestrel 1100/1300, based on the Austin/Morris 1100/1300 saloon. This also had stablemates in Wolseley and MG versions. Following objections from diehard Riley enthusiasts, the Kestrel name was dropped for the last facelift in 1968, the Riley 1300.

The future

Riley production ended with the 1960s, and the marque became dormant. The last Riley badged car was produced in 1969. After BMW’s divestment of the MG Rover Group in 2000, the rights to the Triumph and Riley marques, along with Mini/MINI were retained by BMW.

In 2007, William Riley, who claims to be a descendant of the Riley family, although this has been disputed,[3] formed MG Sports and Racing Europe Ltd. This company acquired assets relating to the MG XPower SV sportscar from PricewaterhouseCoopers, the administrators of the defunct MG Rover Group, and intended to continue production of the model as the MG XPower WR.

Porsche 356 Carrera

Image by pedrosimoes7
MotorClássicos, Lisbon, Portugal

in Wikipedia

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

Overview

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

Powertrain

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

Dimensions

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

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

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

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

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

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

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

Body Styles

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

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

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

Porsche 356 1600 Super coupé

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

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

Body design

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

Engine

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

Legacy

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

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

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

356 in racing

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

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

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

Cool Rapid Prototype China Machining images

Cool Rapid Prototype China Machining images

Klarm Machining

Check out these rapid prototype machining images:

Steven F. Udvar-Hazy Center: Grumman F6F-3 Hellcat

Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Grumman F6F-3 Hellcat:

The Grumman F6F Hellcat was originally conceived as an advanced version of the U.S. Navy’s then current front-line fighter, the F4F Wildcat (see NASM collection). The Wildcat’s intended replacement, the Vought F4U Corsair (see NASM collection), first flown in 1940, was showing great promise, but development was slowed by problems, including the crash of the prototype.

The National Air and Space Museum’s F6F-3 Hellcat, BuNo. 41834, was built at Grumman’s Bethpage, New York, factory in February 1944 under contract NOA-(S)846. It was delivered to the Navy on February 7, and arrived in San Diego, California, on the 18th. It was assigned to Fighter Squadron 15 (VF-15) on USS Hornet (CV12) bound for Hawaii. On arrival, it was assigned to VF-3 where it sustained damage in a wheels-up landing at NAS Barbers Point, Hawaii. After repair, it was assigned to VF-83 where it was used in a training role until February 21, 1945. After numerous transfers 41834 was converted to an F6F-3K target drone with the installation of sophisticated radio-control equipment. It was painted red with a pink tail that carried the number 14. Its mission was to be used in Operation Crossroads – the atomic bomb tests at Bikini Atoll. It flew on June 24, 1946, with a pilot, on a practice flight and was launched, unmanned, soon after the first bomb test. Instrumentation on board and photographic plates taped to the control stick obtained data on radioactivity. Three more manned flights preceded the final unmanned flight on July 25, 1946, which evaluated the first underwater explosion. Records indicate that exposure of this aircraft to the radioactive cloud was minimal and residual radiation is negligible.

F6F-3K 41834 was transferred to NAS Norfolk and logged its last flight on March 25, 1947, with a total of 430.2 flying hours. It was assigned to the National Air Museum on November 3, 1948, and remained at Norfolk until October 4, 1960, when it was moved by barge to Washington and placed in storage. In 1976 this Hellcat was loaned to the USS Yorktown Museum at Charleston, South Carolina. A superficial restoration was performed at the museum, but because of the harsh environment and its poor condition the Hellcat was returned to NASM on March 16, 1982. In 1983, it was sent to Grumman Aerospace where a team of volunteers completely restored the aircraft. In 1985, it was shipped back to the Paul E. Garber Preservation, Restoration and Storage Facility in Suitland, Maryland, and put in storage. NASM’s F6F-3 Hellcat is scheduled to be displayed in the new Steven F. Udvar-Hazy center at Dulles International Airport in Virginia in 2004.

Transferred from the United States Navy.

Manufacturer:
Grumman Aircraft China Engineering Corporation

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 338 x 1021cm, 4092kg, 1304cm (11ft 1 1/16in. x 33ft 5 15/16in., 9021.2lb., 42ft 9 3/8in.)

Physical Description:
Heavy armor plate, reinforced empennage, R-2800-10W engine, spring tabs on the ailerons (increased maneuverability), could carry rockets as well as bombs.

Army researchers use 3D printers for rapid prototypes

Image by RDECOM
ABERDEEN PROVING GROUND, Md. — When you walk into this research lab you hear the overpowering hum of massive machines with robotic parts swinging past viewing windows as technicians spray objects with lasers attached to limber metallic arms.

Fifty years ago what goes on in this lab would have been considered science fiction, but what these Army researchers do is scientific fact.

These artisan engineers create three-dimensional objects out of plastic and metal in printers that seem more like Star Trek replicators.

Read more at go.usa.gov/YTEw