2 cylinder


Glas Goggomobil T Sedan, 1955. A rear-engined German micro-car which was introduced in 1955 as the T250 with a 245cc 2 stroke 2 cylinder  engine. The engine was enlarged to 293cc (T300) and 392cc (T400).  It remained in production after BMW took over Glas in 1966, the final T series left the Dingolfing factory on 30 June 1969. It was not replaced

Defunct German Car Brands: DKW

DKW was a brand that was founded in Chemnitz, Saxony, in 1904. The original plan to develop steam cars (Dampfkraftwagen) never materialized.

Instead, they mass-produced a toy engine developed by Hugo Ruppe, a brilliant engineer with no sense for business. DKW developed a successful advertising campaign, naming the engine “Des Knaben Wunsch” (”The Boy’s Desire”). It was a hit-seller.

Simultaneously, they developed, enlarged and improved the little two-stroke engine to make it suitable to be mounted on a bicycle as an auxiliary engine. The DKW marketing experts worked out a catchy slogan utilizing the three letters DKW once again: “DKW, das kleine Wunder, / fährt bergauf wie andere runter” (”DKW, the little wonder, drives uphill like others do downhill”). The engine became another success.

Encouraged, the company started to develop proper motorcycles, which, with good help from the marketing department, sold well. The model RT 125 was particularly successful and was copied worldwide by other manufacturers. It is still today the motorcycle with the highest production numbers.

As the demand shifted more and more from motorcycles to cars, the company began to develop small, light-bodied cars, which could be powered by the enhanced two-stroke motorcycle engines. The resulting F1, first introduced in 1930, became the first mass-produced car with front wheel drive. From there, a straight line of development began until after world war II. In 1932, DKW merged with Wanderer, Audi, and Horch, all in financial struggles from the world economic crisis, to form the Auto Union group, symbolized by the four rings.

When Germany was divided, many engineers from the Saxony-based Auto Union went to West Germany. Some were hired by Borgward, where they developed the superminis under the Lloyd brand, which were stunningly similar to the East German Trabant. Others formed a new West German Auto Union company based on the central spare parts depot in Ingolstadt, Bavaria. Full production was started in a former arms factory in Düsseldorf.

The first model called F89 Meisterklasse was entirely based on pre-war technology. The bodywork was from a never mass-produced 1940 prototype called F9. The frame, drivetrain, and suspension came from the tried-and-tested F8. It featured a transversally mounted water-cooled two-cylinder two-stroke engine driving the front wheels. Performance was meagre as the heavy bodywork was designed to be propelled by a more powerful three-cylinder engine.

The upgrade to a longitudinally-mounted three-cylinder engine finally came in 1953 with the F91 Sonderklasse, using more or less the same body, but the more advanced frame and suspension of the dropped F9 project. To boost sales, the DKW marketing department sprang into action. They changed the name from “F91 Sonderklasse” to “3=6″, claiming that the three-cylinder two-stroke engine would run as smooth as a six-cylinder four-stroke engine. This claim was hammered into the carbuyer’s brain in a massive year-long advertising campaign, so it was still present in the collective memory decades after the brand (and two-stroke engines) had disappeared from the West German market.

In 1955, the bodywork was slightly revised and the engine enlarged. The car was now marketed as “Der große DKW 3=6″ (”The big DKW 3=6″) with the internal model number F93. However, it became more and more obvious that the car with its pre-war design and smoky two-stroke engine was dated. Against all ad campaigns, the car did not sell well, and Auto Union was unable to generate enough financial resources to develop a new model. In 1958, Daimler-Benz acquired the company and marketed the car as Auto Union 900 (F94).

As a first measure to improve the car, the engine was enlarged once again to 1000 cc, the old body received a stylish panoramic windshield and abendoned the former suicide doors, the interior design was upgraded to match contemporary Mercedes-Benz standards, and rigorous quality control improved reliability. To improve the horrible emissions mainly caused by the need to mix the oil with the fuel, which was then left unburned and part of the exhaust gases, the cars received a separate oil tank with a dosage pump that mixed the oil with the fuel directly in the carburetor. This measure reduced oil consumption significantly, improving the emissions to some degree. The car was now sold as Auto Union 1000, but sales continued to drop. In 1960, not many people wanted to buy a new car that looked as if it was from the 1930s.

Around the same time, a rakish variants of the Auto Union 1000, a coupe and convertible in Baby-Ford-Thunderbird style were introduced. They were desirable cars screaming “Rock’nRoll” from every angle. But instead of having a powerful V8, it suffered from the dated two-stroke engine.

In 1959, the long-awaited new body was available, but first only with the low-power 750 cc engines. It was called DKW Junior. Once again, a heavy ad campaign promoting the contemporary aspects of the car helped boosting sales. However, the new oil-mixing apparatus proved to be unreliable. Especially in the winter, when the oil became thick, the engine was starved from lubrication, resulting in piston seizure. Expensive repairs on warranty further the reputation of the brand.

When the Auto Union 1000 with its pre-war body was finally discontinued in 1963, the new (slightly revised) body received the stonger 1000 cc engine and was called F11 and F12 for two levels of trim. The fact that these small cars were of Mercedes-Benz-like build quality, which was heavily advertised, certainly helped sales, but the outdated drivetrain technology meant that they were not a big success.

The final model, a mid-sized sedan called F102 was introduced in 1964. The old-fasioned frame-and-body construction was finally replaced by a contemporary unibody construction. But it still featured a three-cylinder two-stroke engine with a capacity of 1200 cc producing 60 hp. A 1300 cc two-stroke V6 engine with 80 hp was available on special request, but rarely ordered. Both engines were noted for their excessive fuel consumption and smelly exhaust. DKW tried to counteract the fuel consumption by installing additional springs onto the accelerator pedal, making it heavier to push down (a measure later copied by the East German carmakers Trabant and Wartburg). All advertising did no longer help; the time for two-stroke engines was over, and despite the fashionable, sleek design and exceptional build quality, the cars were almost impossible to sell. Production was discontinued by the end of 1965, less than two years after the model was introduced.

Auto Union was sold to the Volkswagen Group in 1964, who installed a four-cylinder four-stroke engine developed by Mercedes-Benz, which required slight alterations to the front of the car. To get rid of the old-fashioned image, the DKW brand was dropped, and the revised car was marketed from 1966 on as Audi 60, Audi 72, and Audi 75, depending on the power output of the engine. It became a good success and was the start of today’s successful upmarket Audi brand.

DKW had a small delivery van (Schnellaster) in its portfolio, which was also available as a mini van. Initially, it was powered by a 2-cylinder two-stroke engine producing 20 hp, allowing for a top speed of 60 km/h (37 mph). Power was upgraded over the years, and finally the van received the 900 cc 32 hp three-cylinder two-stroke engine for 80 km/h (50 mph). The improved chassis of the DKW delivery van, which had been the basis of the Mercedes-Benz MB100, is still in production in China, providing the underpinnings of the SAIC Istana.

High Ne Problems

by storiesintheend123

1. Often appearing to have some kind of attention disorder (ADD or ADHD), when in reality your Ne is having an intuition spree and causing your mind to fire on all cylinders.

2. Being really good at saying the same thing 3 different ways in one breath, and always struggling to be concise.

3. Finding it easy to appear to be multitasking, when in reality you are repeatedly tuning each of the tasks in and out of focus and hoping that you didn’t miss anything crucially important in the process.

4. Trying to stay focused in the get-work-done stage with a team while your mind is still running on brainstorming mode.

5. Suffering from constant existential crises and having a reevaluation of your life about once a year.

6. Making impulsive choices that you then follow up with hours and days of careful planning in an attempt to create a commitment and a plan for execution.

7. Struggling to choose one side of an argument to plump for because you can see the strengths and weaknesses of each side; often personal experience of an issue is required to really create a firm personal opinion.

8. Understanding people’s thought processes and reasoning more than they believe you do, and finding it hard to prove it to them when they doubt you.

9. Struggling to figure out whether Ne is really in the stack position you think it is, or whether you’re another Ne-using type in disguise.

10. Talking so fast that your subconscious mind takes over your mouth and leaves your conscious mind trailing far behind and you say something totally awkward.

11. Having so much mental energy that when you’re physically exhausted, you become frenetically twitchy and get physically irritable. (Not sure whether this is Ne-general or just Ne-dom or just me.)

12. Annoying your shadow Ni-using type by insisting that the two of you are really similar deep down inside.

Bismuth written tutorial pLZ post this
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 Bismuth’s Breaking Point
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  • EVA foam

  • Paint (black,maroon,grey and red)

  • PVC pipe


  • Paintbrush

  • Hot glue gun

  • Scissor

  • Cutter


  1. Cut a circle out of EVA foam

  2. Locate the middle and cut out 125 degrees

  3. Paint it grey

  4. Using hot glue gun and make it a cone

  5. With PVC pipe,cover with brown EVA foam

  6. Cut out 2 circle out of EVA foam and paint it grey, and a line enough to cover the circle perimeter    

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  7. Make a thin cylinder from the circle and the grey line   

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  8. Glue the brown PVC pipe on the middle of the thin cylinder

  9. Cut a big piece of EVA foam and paint it black

  10. Stick each edge together

  11. Outline the perimeter and stick it to one side (also paint it black), make sure to draw a small circle that can fit the brown PVC pipe

  12. Draw this shape on the EVA foam twice  

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    ,paint one black and paint one maroon
  13. Draw a thick line on the EVA foam and paint it black
  14. Make it like a 3D shape with both of this shape
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  15. Stick the 3D
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    to the front of the big cylinder
  16. Cut 2 black EVA foam into strap, and stick the shorter one in the front and long one at the back
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The Nine Eleven Family

Porsche 911 | Sports Car | 2 Door 2+2 | 6 Cylinder Boxer Engine | Luxury High Performance Targa | Cabriolet | Coupe

The 911 Internal Classification Porcshe Codes

Porsche 911 (1963–1989) The Classic Nine Eleven
Porsche 930 (1975-1989) Turbo version of the original 911
Porsche 964 (1989–1994)
Porsche 993 (1993–1998)
Porsche 996 (1998–2005) All-new body and water-cooled engines
Porsche 997 (2004–2012)
Porsche 991 (2011–Present)

anonymous asked:

What would you have done if someone subscribed to Breakmaster Cylinder saw 2.3 and showed the discord before the device was sent to Maligerent?

Cylinder was instructed to keep 2.3 hidden until it was found by sensum


What a difference 62 years makes Alternating pics of DKW Type F91 3-6 Sonderklasse Cabriolet, 1955 (by Karmann) and Audi S5 Cabriolet, 2017. The DKW Special Class was introduced by Auto Union at the Frankfurt International Automobile Exhibition and was powered by a 34hp, 900cc 3 cylinder, 2-stroke engine with a 3-speed manual transmission driving through the front wheels; the S5 is powered by a 354 hp, 3.0 litre turbo-charged V6 driving all 4 wheels via an eight-speed tiptronic transmission


Side tool chest, strictly machining tools.

Drawer 1: height gage w/riser, squareness comparator, dial indicator stand, bench block, V-block, gage blocks, sine bar, cylinder square.

Drawer 2: ER32 collet set, .060″-.250″ gage pins, 1-2-3 blocks, 1″ machinist vise, v-blocks, collet blocks, machinist jack, slitting saw arbor, 3MT dead center, 2MT dead center, 2MT live center, collet chuck, boring head, precision keyless drill chuck.

Drawer 3: .251″-.500″ gage pins, feeler gage set.

Drawer 4: tap & die set (dies are in tray underneath taps)

Drawer 5: reamers, reamers, reamers. (this is a very expensive drawer).

Drawer 6: socket head cap screws.


1977 MGB Roadster (IN) - $13,900

Exterior: British Racing Green
Interior: Black
Transmission: Manual
Engine: V-4
Mileage: 65,200

2 door convertible with Tan top and new vinyl interior. RWD. 5 speed manual transmission with a 1798 cc 4 cylinder engine, 2 x 1 bbl carb. Chrome bumpers, new shocks, suspension, paint and top. Complete restoration. Insured with Hagerty. Lowered 2". No rust; this is a West Coast vehicle. All original, numbers matching, records/receipts, well maintained and garage kept.

This vehicle is located in Batesville IN 47006
Please call Gary @ 812-593-0812 to see this MGB

The locomotive that Thomas the Tank Engine was based on, an LBSC E2 Class Tank Engine with extended side tanks. 10 were built between 1913 and 1916, the last 5 being built with the extended side water tanks. The locos were used for yard shunting and switching activities and for short distance freight operations (their small coal bunkers made them unsuitable for long distance travel). They were withdrawn from service between 1961 and 1963. All were broken up and scrapped.


Weight: 53.6 metric tons

Gauge: Standard

Wheel Configuration: 0-6-0T

Water Tank Capacity: 5,710 liters

Max Boiler Pressure: 170 psi (1.2 MPa)

Tractive Effort: 21,307 lbf (94.78 kN)

Cylinder(s): 2 mounted underneath

Cylinder Size: 440 mm x 660 mm

Driving Wheel Diameter: 1.372 meters


The Volvo 140 Series was introduced in 1966 and sold until 1974. In many respects, this was the first Volvo “brick”, with brutal straight lines and rectangular features that seemed to suggest that the Volvo design team had ditched their French curve in favour of a set square, eschewing any consideration of aerodynamic styling along the way! This boxy silhouette would live on into the 1990s in the form of its replacement, the 200 Series, which was really an evolution of the original car rather than a brand new model.

The car was the first Volvo to use a tri-digit nomenclature, with the first digit denoting series, the second denoting number of cylinders and the third denoting the number of door (so a 144 was a series 1 car with 4 cylinders and 4 doors). The 140 Series was initially powered by a 1.8 litre, 4 cylinder engine with single or dual carburettors (B18), which was later replaced by the larger 2-litre, 4 cylinder engine (B20). This was fed by either single or dual carburettors, or Bosch fuel injection (B20E/F).

The 140 Series was sold as the 142 (2 door), 144 (4 door), 145 (estate) and the 145 Express (a high roofed estate).

The Volvo 164 was a luxury version born of the 140 Series - equipped with a longer 3-litre, 6 cylinder engine which necessitated an elongated nose. Therefore, the wings, grille, front bumper, bonnet, headlamp bezels and front indicators were all unique to the 164. This car was produced from 1968 until 1975, when it was replaced by the 6-cylinder variant of the 200 Series.

Famous for incorporating innovative safety features within its cars, Volvo created the VESC (Volvo Experimental Safety Car) in 1972, to demonstrate cutting edge safety features including crumple zones, rollover protection, a ‘disappearing’ steering wheel, anti-lock braking system, automatic seat belts, airbags, pop-up head restraints, interior trim and reversing camera. Many of these features would find there way into the evolutionary 200 Series, which also resembled the VESC in the styling department. 

The Volvo 200 Series update replaced the 140 Series in 1974.  It shared the same body, but included a number of mechanical and safety improvements. The 200 also replaced the 140-based 164, and overlapped production of the Volvo 700 series introduced in 1982. As the 240 remained popular, only the 260 was displaced by the 700 series, which Volvo marketed alongside the 240 for another decade. The 700 series was replaced a year before the 240 was discontinued. 

The car benefited from a broader range of engines, with 4 cylinder versions (240 models) featuring capacities of 1.8, 2.0, 2.1 and 2.3 litres, fed by single or dual carbs or petrol injection and potentially turbocharged depending on model or intended market. The 6-cylinder models (260 models) were equipped with the collaborative PRV V6 engine (2.7 or 2.8 litres). Diesel power was also offered, with derv-sipping models equipped with VW 5 or 6-cylinder powerplants.

The most visually challenging model offered was the Bertone-designed Volvo 262C. Intended to compete in the luxury coupe market, the drivetrain, suspension, floor pan, and many of the body panels of the 262C were taken directly from the Volvo 260 sedan, with Bertone building the roof pillars, roof pan, windshield surround, cowl, and the upper parts of the doors. The roof of the 262C was about 10 cm lower than the 260 sedan and originally wrapped in black vinyl. Alongside svelte coupe offerings from competitors, this ugly duckling had all the grace of a sledgehammer!