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#NAL-TridenTech Engineering’s 30 HP Wankel rotary engine undergoes successful testing at CSIR-NAL facility. Featuring a four-stroke, single-rotor design with aluminum alloy construction, the engine delivers superior power-to-weight ratio, enhanced endurance, and mission-ready reliability for military UAV platforms. (📹TridenTech Engineering Pvt. Ltd.)

Defence Decode®

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In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major step forward in early aviation. At a time when aircraft struggled with heavy, overheating powerplants, the Gnome Omega introduced a radical solution: the cylinders and engine block rotated around a fixed crankshaft, improving cooling and reducing weight. This unusual design allowed air to flow directly over the spinning cylinders, eliminating the need for bulky radiators. The high power-to-weight ratio made it ideal for pioneering aircraft, including those used by Louis Blériot during his historic 1909 crossing of the English Channel. Although rotary engines were eventually replaced by more efficient designs, the Gnome Omega remains a symbol of the experimental ingenuity that defined the birth of powered flight.

In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major step forward in early aviation. At a time when aircraft struggled with heavy, overheating powerplants, the Gnome Omega introduced a radical solution: the cylinders and engine block rotated around a fixed crankshaft, improving cooling and reducing weight. This unusual design allowed air to flow directly over the spinning cylinders, eliminating the need for bulky radiators. The high power-to-weight ratio made it ideal for pioneering aircraft, including those used by Louis Blériot during his historic 1909 crossing of the English Channel. Although rotary engines were eventually replaced by more efficient designs, the Gnome Omega remains a symbol of the experimental ingenuity that defined the birth of powered flight.

Mechanical Knowledge

104,086 views • 4 months ago

Gnome Omega (1909) - The Engine That Spun Aviation Forward In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major breakthrough in early aviation. At a time when aircraft struggled with heavy, unreliable, and overheating engines, Gnome introduced a radical solution: instead of the crankshaft turning, the entire engine-cylinders and all-rotated around a fixed crankshaft. This spinning design dramatically improved air cooling, eliminating the need for complex radiators, while also delivering an excellent power-to-weight ratio-a critical advantage for the fragile aircraft of the era. The Omega quickly powered some of the most important pioneers of flight, including aircraft used by Louis Blériot during the early days of aviation, helping push the limits of what was possible in the sky. Rotary engines would eventually be replaced by more efficient inline and radial designs, but for a crucial moment in history, they were the cutting edge of flight technology.

Gnome Omega (1909) - The Engine That Spun Aviation Forward In 1909, the Gnome Omega became the first mass-produced rotary engine, marking a major breakthrough in early aviation. At a time when aircraft struggled with heavy, unreliable, and overheating engines, Gnome introduced a radical solution: instead of the crankshaft turning, the entire engine-cylinders and all-rotated around a fixed crankshaft. This spinning design dramatically improved air cooling, eliminating the need for complex radiators, while also delivering an excellent power-to-weight ratio-a critical advantage for the fragile aircraft of the era. The Omega quickly powered some of the most important pioneers of flight, including aircraft used by Louis Blériot during the early days of aviation, helping push the limits of what was possible in the sky. Rotary engines would eventually be replaced by more efficient inline and radial designs, but for a crucial moment in history, they were the cutting edge of flight technology.

Mechanical Knowledge

17,843 views • 2 months ago

Canada's first orbital-class rocket engine is now being manufactured! Our patent pending Hadfield-150 engine is the largest and most powerful rocket engine ever built in Canada, and the first known Canadian orbital-class engine to make it to this stage. The Hadfield-150 builds on everything we learned after years of painstakingly designing, manufacturing, and testing the Hadfield-10 series, our first regeneratively cooled and additively manufactured liquid rocket engine. Every engine test, both successful and unsuccessful on our Darkhorse test stand at Area 66, retired risk that's now carried straight into Hadfield-150 and sovereign orbital launch for Canada. A few details about the Hadfield-150 engine series: ✅ Designed to power Tundra and Tundra+, our light and medium-lift launch vehicles, and built to scale to Tempest, our larger reusable medium lift vehicle ✅ Manufactured entirely in-house, from design to print to test, for true sovereign launch capability ✅ Produced at Rocket Factory 1, on our expanding fleet of metal additive manufacturing systems at the AMA Lab, including the largest known metal 3D printer in Canada ✅ Designed for reusability and medium-lift scale from the outset, and built to significantly cut the time, infrastructure, manufacturing and cost iterative engine testing usually requires, with room to scale to even larger engines by leveraging the same design ✅ Capable of engine-out functionality, so losing one on an early flight doesn't have to mean losing the mission ✅ Optimized for Canada's Launch the North initiative, to deliver sovereign operational capability in a time and cost efficient manner Initial testing starts later this year at our new Blackhawk orbital engine test cell at Area 66, our private test range in Ontario. Stacked, integrated vehicle testing comes later at the Atlantic Spaceport Complex, our spaceport in Newfoundland and Labrador. Stay tuned for some exciting and fiery milestones ahead! 🚀🇨🇦 National Defence Defence Research and Development Canada Canadian Space Agency Transport Canada NGen Canada

Canada's first orbital-class rocket engine is now being manufactured! Our patent pending Hadfield-150 engine is the largest and most powerful rocket engine ever built in Canada, and the first known Canadian orbital-class engine to make it to this stage. The Hadfield-150 builds on everything we learned after years of painstakingly designing, manufacturing, and testing the Hadfield-10 series, our first regeneratively cooled and additively manufactured liquid rocket engine. Every engine test, both successful and unsuccessful on our Darkhorse test stand at Area 66, retired risk that's now carried straight into Hadfield-150 and sovereign orbital launch for Canada. A few details about the Hadfield-150 engine series: ✅ Designed to power Tundra and Tundra+, our light and medium-lift launch vehicles, and built to scale to Tempest, our larger reusable medium lift vehicle ✅ Manufactured entirely in-house, from design to print to test, for true sovereign launch capability ✅ Produced at Rocket Factory 1, on our expanding fleet of metal additive manufacturing systems at the AMA Lab, including the largest known metal 3D printer in Canada ✅ Designed for reusability and medium-lift scale from the outset, and built to significantly cut the time, infrastructure, manufacturing and cost iterative engine testing usually requires, with room to scale to even larger engines by leveraging the same design ✅ Capable of engine-out functionality, so losing one on an early flight doesn't have to mean losing the mission ✅ Optimized for Canada's Launch the North initiative, to deliver sovereign operational capability in a time and cost efficient manner Initial testing starts later this year at our new Blackhawk orbital engine test cell at Area 66, our private test range in Ontario. Stacked, integrated vehicle testing comes later at the Atlantic Spaceport Complex, our spaceport in Newfoundland and Labrador. Stay tuned for some exciting and fiery milestones ahead! 🚀🇨🇦 National Defence Defence Research and Development Canada Canadian Space Agency Transport Canada NGen Canada

NordSpace 🇨🇦

27,641 views • 1 month ago

AAI clearances delay UAV testing at Challakere ATR despite surge in desi programmes By Anantha Krishnan Muralidharan Nair Tarmak Media House #TMH FORT KOCHI (KERALA), 19 MAY 2025: India’s push for indigenous unmanned aerial systems is encountering turbulence at the Aeronautical Test Range (ATR) near Chitradurga, Karnataka, with multiple UAV developers raising concerns over persistent delays caused by mandatory clearances from the Airports Authority of India (AAI). A subscale High-Altitude Platform (HAP) UAV, developed by CSIR-NAL, recently achieved back-to-back test flights at 24,000 ft AMSL, demonstrating notable robustness and reliability. The test missions were conducted from the DRDO-run ATR, which falls under the Aeronautical Development Establishment (ADE). The ATR has emerged as a critical testbed for India’s UAV ecosystem, involving both government agencies and private industry. NAL’s HAP -- now in its fourth year -- has attracted particular attention from the Indian Air Force #IAF. Touted as a loitering munition with stealth capabilities, the platform aims to scale 40,000 ft shortly, with an eventual goal of 70,000 ft. Its applications span both military and civilian domains, with swarming capability being a key focus for the IAF. Yet, despite this momentum, UAV developers report consistent setbacks due to AAI’s clearance protocols. Every trial requires prior approval from AAI -- a process they describe as time-consuming and operationally disruptive. “ATR lies beneath a busy civil aviation corridor -- the Bengaluru–Chennai–Bengaluru sector. Alongside DRDO and NAL, ISRO also uses the range for testing its Reusable Launch Vehicle (RLV),” said an official familiar with the matter. ATR’s current 2-km-plus runway is undergoing planned expansion, and several support facilities -- including a wind tunnel for UAV testing -- are expected to become functional within the next two years. However, developers are calling for urgent reform in test protocols, especially after the boost in indigenous UAV activity following Operation Sindoor. “ATR should be designated as a permanent exclusion zone for civil air traffic. Its surrounding airspace must be reserved solely for defence testing. The current SOPs involving repeated NOTAMs are delaying critical trials. AAI should have no jurisdiction over strategic military ranges,” the official asserted. Repeated attempts to contact Union Civil Aviation Minister Kinjarapu Rammohan Naidu on his mobile phone were unsuccessful. A text message sent to one of his Personal Assistants following a brief exchange also went unanswered. AAI Executive Director (CNS & Planning) Suneel Dutt responded to a call but clarified that he is not the concerned authority on the issue. It remains to be seen whether this pressing matter will receive due attention during the high-profile drone warfare strategy session currently underway in New Delhi. ©TarmakMediaHouse (TMH) #ATR #Challakere #ISRO #DRDO #NAL #UAV #HAPS #CSIR #Military #Drones #AAI #AirportAuthorityofIndia #TarmakMediaHouse #TMH #IndiaFirst Tarmak Media House l #TMH l Formerly Tarmak007 Billion Beats Onmanorama Madhavdas G. Airports Authority of India Adedayo Osholowu ISRO CSIR, India CSIR-NAL Ram Mohan Naidu Kinjarapu PMO India

Anantha Krishnan M🇮🇳

32,621 views • 1 year ago

Humbled to announce the successful firing of our single piece Agnite engine. Agnite engines power Agnibaan’s booster stage. These engine chambers are a full meter long, fully 3d printed as a single piece of hardware and made of Inconel. Agnite engines are driven by pumps that are controlled and operated by electric motors. Thanks to ISRO & IN-SPACe for their constant support and to IIT Madras for being our home turf from which this kind of technology is built. This Agnite engine was printed, depowdered and post processed in the same machines that we inaugurated as a part of our Large Format Additive Metal Manufacturing facility (LFAMM) towards the end of last year. This milestone is also significant for us because it completes one end-to-end cycle of design, manufacturing, assembly and testing of our larger engines, in-house. Amazing work by the team in pulling off a few world firsts here. - world’s first single piece engine of this size being fired - world’s largest inconel only engine - world’s only electric motor fed, semi cryo engine of this size and the list continues. However, this is not a race to be the world's first, it is a race to be the world's best & to be the world's most useful technology for launching small satellites to orbit. This comes right after firing a cluster of 3 semi cryogenic engines that happened last month. Honoured to be working with a team that truly believes in building world class, original space technology for the world, from India. Srinath Ravichandran MOIN SPM Satyanarayanan Chakravarthy IIT Madras IITMRP IIT Madras Incubation Cell Technology Development Board DSTIndia Anusandhan National Research Foundation TIDCO Startup India StartupTN Guidance Tamil Nadu Kerala Startup Mission ISRO IN-SPACe #agnibaan #agnite #singlepiecerocketEngine #3dprintedrocketengines #madeinIndiafortheworld #designedInIndiaFortheWorld #Agnikul

Humbled to announce the successful firing of our single piece Agnite engine. Agnite engines power Agnibaan’s booster stage. These engine chambers are a full meter long, fully 3d printed as a single piece of hardware and made of Inconel. Agnite engines are driven by pumps that are controlled and operated by electric motors. Thanks to ISRO & IN-SPACe for their constant support and to IIT Madras for being our home turf from which this kind of technology is built. This Agnite engine was printed, depowdered and post processed in the same machines that we inaugurated as a part of our Large Format Additive Metal Manufacturing facility (LFAMM) towards the end of last year. This milestone is also significant for us because it completes one end-to-end cycle of design, manufacturing, assembly and testing of our larger engines, in-house. Amazing work by the team in pulling off a few world firsts here. - world’s first single piece engine of this size being fired - world’s largest inconel only engine - world’s only electric motor fed, semi cryo engine of this size and the list continues. However, this is not a race to be the world's first, it is a race to be the world's best & to be the world's most useful technology for launching small satellites to orbit. This comes right after firing a cluster of 3 semi cryogenic engines that happened last month. Honoured to be working with a team that truly believes in building world class, original space technology for the world, from India. Srinath Ravichandran MOIN SPM Satyanarayanan Chakravarthy IIT Madras IITMRP IIT Madras Incubation Cell Technology Development Board DSTIndia Anusandhan National Research Foundation TIDCO Startup India StartupTN Guidance Tamil Nadu Kerala Startup Mission ISRO IN-SPACe #agnibaan #agnite #singlepiecerocketEngine #3dprintedrocketengines #madeinIndiafortheworld #designedInIndiaFortheWorld #Agnikul

AgniKul Cosmos

64,829 views • 5 months ago

Over the past weeks, we have continued advancing the Gas Generator Qualification campaign to ensure this hardware is fully ready for flight. Our Qualification Model (QM) Gas Generator has successfully accumulated over 15 minutes of operating time across 20 test runs, covering all launch and re-entry scenarios. These tests included: ▪️Ignition and short-duration burn (5 s) ▪️Medium engine running time (20 s) ▪️Stage 1 nominal burn duration (40 s) ▪️Longest Burn (LB) for engine duty cycle ▪️Extended burn (+10%) for qualification margins With more than 15 minutes of accumulated runtime, this Gas Generator has operated at over 400% of a single mission requirement, including simulations of 3 booster re-entry burns, preparing the hardware for reusability conditions. Hardware reliability is a must, and with all those tests, PLD Space can better determine when if hardware can fail during the process and introduce improvements that allow MIURA 5 to a successful mission 🚀

Over the past weeks, we have continued advancing the Gas Generator Qualification campaign to ensure this hardware is fully ready for flight. Our Qualification Model (QM) Gas Generator has successfully accumulated over 15 minutes of operating time across 20 test runs, covering all launch and re-entry scenarios. These tests included: ▪️Ignition and short-duration burn (5 s) ▪️Medium engine running time (20 s) ▪️Stage 1 nominal burn duration (40 s) ▪️Longest Burn (LB) for engine duty cycle ▪️Extended burn (+10%) for qualification margins With more than 15 minutes of accumulated runtime, this Gas Generator has operated at over 400% of a single mission requirement, including simulations of 3 booster re-entry burns, preparing the hardware for reusability conditions. Hardware reliability is a must, and with all those tests, PLD Space can better determine when if hardware can fail during the process and introduce improvements that allow MIURA 5 to a successful mission 🚀

PLD Space

12,964 views • 9 months ago

The Fluid Aerodynamics Behind The Mercedes-AMG GT With Wind Tunnel Test Aerodynamic precision remains a core pillar of elite automotive development, a reality clearly demonstrated by the Mercedes-AMG GT during intensive wind tunnel testing. The management of fluid dynamics dictates how high-performance cars interact with extreme atmospheric forces, balancing drag reduction with high-speed stability. Through advanced design innovation and engineering technology, the vehicle utilize precise airflow manipulation to maximize downforce across its bodywork. This meticulous execution of physics ensures optimal surface adhesion and handling limits, setting a benchmark for modern car culture and performance-driven design that resonates deeply with dedicated car enthusiasts. Beneath the structurally optimized exterior lies a powertrain engineered for uncompromising durability and long-term reliability. True mechanical excellence demands an intricate understanding of diverse engine architectures-whether managing the raw torque and massive horsepower of a signature V8, the complex packaging of a W16, or the unique high-revving thermal dynamics of a Rotary system. By subjecting the chassis to rigorous wind tunnel simulation, German engineering ensures the platform sustains structural integrity under immense performance loads. For those focused on the technical realities of precision tuning and automotive development, this baseline integration of physics and mechanical power represents the definitive future of engineering excellence.

The Fluid Aerodynamics Behind The Mercedes-AMG GT With Wind Tunnel Test Aerodynamic precision remains a core pillar of elite automotive development, a reality clearly demonstrated by the Mercedes-AMG GT during intensive wind tunnel testing. The management of fluid dynamics dictates how high-performance cars interact with extreme atmospheric forces, balancing drag reduction with high-speed stability. Through advanced design innovation and engineering technology, the vehicle utilize precise airflow manipulation to maximize downforce across its bodywork. This meticulous execution of physics ensures optimal surface adhesion and handling limits, setting a benchmark for modern car culture and performance-driven design that resonates deeply with dedicated car enthusiasts. Beneath the structurally optimized exterior lies a powertrain engineered for uncompromising durability and long-term reliability. True mechanical excellence demands an intricate understanding of diverse engine architectures-whether managing the raw torque and massive horsepower of a signature V8, the complex packaging of a W16, or the unique high-revving thermal dynamics of a Rotary system. By subjecting the chassis to rigorous wind tunnel simulation, German engineering ensures the platform sustains structural integrity under immense performance loads. For those focused on the technical realities of precision tuning and automotive development, this baseline integration of physics and mechanical power represents the definitive future of engineering excellence.

Mechanical Knowledge

32,754 views • 1 month ago

🚨🇨🇳 PENTAGON IN PANIC: CHINA FLIES HEAVY DRONE WITH 1,900-KM RANGE AND VERTICAL TAKEOFF China’s 1.5-tonne Qizhi-5 heavy tiltrotor UAV completed an autonomous flight test at the Chuzhou test base on August 1, performing vertical takeoff, hover, transition into forward flight, manoeuvring and landing without requiring a runway. 🔸 The aircraft is designed to combine helicopter-style access with fixed-wing performance. Its stated specifications include a top speed of 450 km/h, a 300 kg payload and a maximum range of 1,900 km. 🔸 Power comes from the domestically developed CS35 modular turboshaft engine, rated at 350 kW. Its modular architecture is intended to simplify maintenance and allow the engine to support multiple aircraft types. 🔸 The most important part of the test was the autonomous transition between vertical and forward flight. During this phase, lift shifts from the rotors to the wings while the aircraft’s aerodynamics, controls and power demands change rapidly. 🔸 Completing the full sequence demonstrated that the airframe, propulsion system and flight-control software can operate together through the aircraft’s most technically demanding flight mode. 🔸 The developers say the programme has mastered six major areas: overall configuration, transmission, rotor design, flight control, structural engineering and aeroacoustic noise reduction. 🔸 Qizhi-5 is being promoted for cargo transport, surveillance, emergency response and other low-altitude operations. The same runway-independent design also offers clear value for military logistics, reconnaissance and operations from dispersed sites. The Qizhi-5 can lift vertically from a confined area and then travel at aircraft speeds across distances normally associated with fixed-wing drones. That combination gives China access to locations where conventional UAVs still need a runway. Which Qizhi-5 advantage matters most: vertical takeoff, 300 kg payload, 450 km/h speed or 1,900 km range?

🚨🇨🇳 PENTAGON IN PANIC: CHINA FLIES HEAVY DRONE WITH 1,900-KM RANGE AND VERTICAL TAKEOFF China’s 1.5-tonne Qizhi-5 heavy tiltrotor UAV completed an autonomous flight test at the Chuzhou test base on August 1, performing vertical takeoff, hover, transition into forward flight, manoeuvring and landing without requiring a runway. 🔸 The aircraft is designed to combine helicopter-style access with fixed-wing performance. Its stated specifications include a top speed of 450 km/h, a 300 kg payload and a maximum range of 1,900 km. 🔸 Power comes from the domestically developed CS35 modular turboshaft engine, rated at 350 kW. Its modular architecture is intended to simplify maintenance and allow the engine to support multiple aircraft types. 🔸 The most important part of the test was the autonomous transition between vertical and forward flight. During this phase, lift shifts from the rotors to the wings while the aircraft’s aerodynamics, controls and power demands change rapidly. 🔸 Completing the full sequence demonstrated that the airframe, propulsion system and flight-control software can operate together through the aircraft’s most technically demanding flight mode. 🔸 The developers say the programme has mastered six major areas: overall configuration, transmission, rotor design, flight control, structural engineering and aeroacoustic noise reduction. 🔸 Qizhi-5 is being promoted for cargo transport, surveillance, emergency response and other low-altitude operations. The same runway-independent design also offers clear value for military logistics, reconnaissance and operations from dispersed sites. The Qizhi-5 can lift vertically from a confined area and then travel at aircraft speeds across distances normally associated with fixed-wing drones. That combination gives China access to locations where conventional UAVs still need a runway. Which Qizhi-5 advantage matters most: vertical takeoff, 300 kg payload, 450 km/h speed or 1,900 km range?

NewRulesGeopolitics

16,852 views • 20 days ago

French beauty 1939 Delahaye Type 165 Cabriolet Coachwork by Figoni & Falaschi - Delahaye only built six 12-cylinder Type 165 models in the late 1930s, as production variants of the successful Type 145 competition car. This stunning Figoni et Falaschi-bodied cabriolet was built to represent France at the 1939 New York World’s Fair, an exposition promoted with the slogan “Dawn of a New Day”. While the engine was not completed in time for its display, the modernity and sublime beauty of this car’s flowing styling drew throngs of admirers from the press and public alike. Emile Delahaye was born in Tours, France in 1843. He studied engineering in Angers, France. In 1869 he began work with his engineering degree in applied arts and crafts. Emile Delahaye began business in Tours, France in the middle of 19th Century for the purpose of constructing engines for the ceramic industry. The company branched out and began constructing mechanical appliances such as pumps and engines. In 1888, Delahaye designed an internal combustion engine for the shipping industry. It was not until 1896 that Automobile production began for Delahaye. His first automobiles produced were powered by belt-driven single and twin cylinder engines. Emile used motor racing to promote his vehicles. In 1896, Emile Delahaye entered the Paris-Marseilles race. Not only did he enter a vehicle his company had created, but he entered as the driver. The results were astounding, which truly speaks highly of the caliber and quality of the automobile. The demand for the vehicles began pouring-in and a second factory was opened. After the racing success of its Type 145, Delahaye created the production version, the 12-cylinder Type 165. Two Type 165s were built, and the first was shown in October 1939 at the Paris Auto Salon, the last salon before the war. The second 165 – this cabriolet, with body by Figoni and Falaschi, was so emblematic of 1930s French design that it represented the nation at the 1939 New York World’s Fair. Shipped without an engine because it could not be built in time for the show, an engine sheel, without internals was used instead. The engine-less body was impounded by US Customs when Europe became embroiled in WWII. With Europe engulfed by war by the World’s Fair’s close in 1940, the U.S. Custom’s impounded the Delahaye in New York for the duration of the conflicts. In 1946 Beverly Hills car dealer Roger Barlow purchased the car at public auction, and later that year the Type 165 was fitted with a tuned Cadillac engine. Following his death, it was abandoned by his widow in the 1970s and sold to a tow-truck driver for $1200. After three decades of trading hands at a public auction and receiving a Cadillac engine, it eventually wound up at a used car lot in Honolulu until it was bought by a US military serviceman. It took four years of negotiation, but Peter Mullin and Jim Hull eventually purchased the car in 1985 and spearheaded its restoration. The original engine sheel was tracked back to Count Hubertus von Doenhoff and bought. New engine internals were created from original drawings to finally give the 165 the fully-working engine it was intended to have. This car is now owned by Peter and Merle Mullin and the Peter Mullin Automotive Museum Foundation, where is its displayed in Oxnard, California. © Cars & Motorbikes Stars of the Golden Era #archaeohistories

French beauty 1939 Delahaye Type 165 Cabriolet Coachwork by Figoni & Falaschi - Delahaye only built six 12-cylinder Type 165 models in the late 1930s, as production variants of the successful Type 145 competition car. This stunning Figoni et Falaschi-bodied cabriolet was built to represent France at the 1939 New York World’s Fair, an exposition promoted with the slogan “Dawn of a New Day”. While the engine was not completed in time for its display, the modernity and sublime beauty of this car’s flowing styling drew throngs of admirers from the press and public alike. Emile Delahaye was born in Tours, France in 1843. He studied engineering in Angers, France. In 1869 he began work with his engineering degree in applied arts and crafts. Emile Delahaye began business in Tours, France in the middle of 19th Century for the purpose of constructing engines for the ceramic industry. The company branched out and began constructing mechanical appliances such as pumps and engines. In 1888, Delahaye designed an internal combustion engine for the shipping industry. It was not until 1896 that Automobile production began for Delahaye. His first automobiles produced were powered by belt-driven single and twin cylinder engines. Emile used motor racing to promote his vehicles. In 1896, Emile Delahaye entered the Paris-Marseilles race. Not only did he enter a vehicle his company had created, but he entered as the driver. The results were astounding, which truly speaks highly of the caliber and quality of the automobile. The demand for the vehicles began pouring-in and a second factory was opened. After the racing success of its Type 145, Delahaye created the production version, the 12-cylinder Type 165. Two Type 165s were built, and the first was shown in October 1939 at the Paris Auto Salon, the last salon before the war. The second 165 – this cabriolet, with body by Figoni and Falaschi, was so emblematic of 1930s French design that it represented the nation at the 1939 New York World’s Fair. Shipped without an engine because it could not be built in time for the show, an engine sheel, without internals was used instead. The engine-less body was impounded by US Customs when Europe became embroiled in WWII. With Europe engulfed by war by the World’s Fair’s close in 1940, the U.S. Custom’s impounded the Delahaye in New York for the duration of the conflicts. In 1946 Beverly Hills car dealer Roger Barlow purchased the car at public auction, and later that year the Type 165 was fitted with a tuned Cadillac engine. Following his death, it was abandoned by his widow in the 1970s and sold to a tow-truck driver for $1200. After three decades of trading hands at a public auction and receiving a Cadillac engine, it eventually wound up at a used car lot in Honolulu until it was bought by a US military serviceman. It took four years of negotiation, but Peter Mullin and Jim Hull eventually purchased the car in 1985 and spearheaded its restoration. The original engine sheel was tracked back to Count Hubertus von Doenhoff and bought. New engine internals were created from original drawings to finally give the 165 the fully-working engine it was intended to have. This car is now owned by Peter and Merle Mullin and the Peter Mullin Automotive Museum Foundation, where is its displayed in Oxnard, California. © Cars & Motorbikes Stars of the Golden Era #archaeohistories

Archaeo - Histories

17,557 views • 1 month ago

The video shows the trials of the VT-1-1, a turretless tank with 2 x 105 mm guns, firing on the move at the Putlos training ground in 1976. The casemate (turretless) tank, designed for combat while moving, was introduced in Germany in the mid-1970s as a twin-gun casemate tank (the Soviet term for a "turretless tank"). For practical firing tests in the "target pass" mode, two prototypes were built in the mid-1970s. The first prototype, VT 1-1, was armed with two 105 mm guns, while the second, VT 1-2, was equipped with two 120 mm smoothbore guns. Additionally, the VT 1-2 featured a functioning autoloader behind one of the guns, with a firing rate of 10 rounds per minute. The vehicles were developed as part of the KPz 3 or Leopard 3 project. In both prototypes, the main guns were semi-fixed (with aiming and stabilization only in elevation). The chassis solutions were derived from the KPz 70 (MBT 70) program, with the running gear shortened by one road wheel (five road wheels per side). The vehicles weighed 36.8 and 43.5 tons, respectively, with a chassis rotation speed of 60 degrees per second. To achieve high maneuverability on rough terrain, 12-cylinder diesel engines from the MB 873 series with enhanced power were used, equipped with four turbochargers: 2000 hp for VT 1-1 and 2200 hp for VT 1-2. This provided an impressive power-to-weight ratio of 54 and 50 hp/ton, respectively, with acceleration to 55 km/h in 11 seconds, though only in a temporary "turbo" mode, as the standard power was 1600 hp. The accuracy of firing with two guns was unmatched by single-gun tanks, as confirmed by the tests. However, due to the novel combat approach, this revolutionary tank concept was rejected by the customer after trials in favor of the conventionally designed Leopard 2. In essence, although the project was developed as the Leopard 3, a tank for the future, it was, in reality, a parallel project and a potential competitor to the Leopard 2. Achieving the firepower, protection, and mobility of the Leopard 3 within reasonable weight limits was impossible with a conventional layout. At the same time, a significant tactical drawback of the casemate concept (including twin-gun casemate vehicles) is the linkage between the direction of fire and the direction of movement, which in many cases could complicate unit and formation control (according to German experts in the 1970s). Moreover, the VT 1-1 and VT 1-2 can hardly be considered balanced vehicles—they could have been simpler. The vehicles' mobility was exaggerated, with the main engine, transmission, auxiliary engine, batteries, and other systems occupying two-thirds of the vehicle's length. Pros and Cons of VT 1-1 and VT 1-2: Considering the key challenges, the twin-gun casemate concept can be evaluated as follows: Pros: Compact design due to a small internal volume. Two guns provide high firepower and hit probability. Cons: The weight advantage of the casemate design is largely offset by the integration of a second gun. Fire control alone results in high complexity, leading to increased maintenance costs and overall expenses. In 1975/76, five Gefechtsfeldversuchträger (GVT, combat test platforms) were developed and built for further mobility and concept trials. These were smaller than the VT 1-1 and VT 1-2, weighing 30 tons. The GVT 01-05 were equipped only with mock-up guns and laser firing simulators (TALLISSI) and telemetry systems, built using chassis components from the Leopard 1. The GVTs were used at the IABG facility in Lichtenau and the tank training school in Munster to test the twin-gun turretless tank concept in realistic exercise conditions, which is why five vehicles were built. However, the Leopard 2 was already in production, and tank crews showed little enthusiasm for this unconventional vehicle requiring a new approach.

The video shows the trials of the VT-1-1, a turretless tank with 2 x 105 mm guns, firing on the move at the Putlos training ground in 1976. The casemate (turretless) tank, designed for combat while moving, was introduced in Germany in the mid-1970s as a twin-gun casemate tank (the Soviet term for a "turretless tank"). For practical firing tests in the "target pass" mode, two prototypes were built in the mid-1970s. The first prototype, VT 1-1, was armed with two 105 mm guns, while the second, VT 1-2, was equipped with two 120 mm smoothbore guns. Additionally, the VT 1-2 featured a functioning autoloader behind one of the guns, with a firing rate of 10 rounds per minute. The vehicles were developed as part of the KPz 3 or Leopard 3 project. In both prototypes, the main guns were semi-fixed (with aiming and stabilization only in elevation). The chassis solutions were derived from the KPz 70 (MBT 70) program, with the running gear shortened by one road wheel (five road wheels per side). The vehicles weighed 36.8 and 43.5 tons, respectively, with a chassis rotation speed of 60 degrees per second. To achieve high maneuverability on rough terrain, 12-cylinder diesel engines from the MB 873 series with enhanced power were used, equipped with four turbochargers: 2000 hp for VT 1-1 and 2200 hp for VT 1-2. This provided an impressive power-to-weight ratio of 54 and 50 hp/ton, respectively, with acceleration to 55 km/h in 11 seconds, though only in a temporary "turbo" mode, as the standard power was 1600 hp. The accuracy of firing with two guns was unmatched by single-gun tanks, as confirmed by the tests. However, due to the novel combat approach, this revolutionary tank concept was rejected by the customer after trials in favor of the conventionally designed Leopard 2. In essence, although the project was developed as the Leopard 3, a tank for the future, it was, in reality, a parallel project and a potential competitor to the Leopard 2. Achieving the firepower, protection, and mobility of the Leopard 3 within reasonable weight limits was impossible with a conventional layout. At the same time, a significant tactical drawback of the casemate concept (including twin-gun casemate vehicles) is the linkage between the direction of fire and the direction of movement, which in many cases could complicate unit and formation control (according to German experts in the 1970s). Moreover, the VT 1-1 and VT 1-2 can hardly be considered balanced vehicles—they could have been simpler. The vehicles' mobility was exaggerated, with the main engine, transmission, auxiliary engine, batteries, and other systems occupying two-thirds of the vehicle's length. Pros and Cons of VT 1-1 and VT 1-2: Considering the key challenges, the twin-gun casemate concept can be evaluated as follows: Pros: Compact design due to a small internal volume. Two guns provide high firepower and hit probability. Cons: The weight advantage of the casemate design is largely offset by the integration of a second gun. Fire control alone results in high complexity, leading to increased maintenance costs and overall expenses. In 1975/76, five Gefechtsfeldversuchträger (GVT, combat test platforms) were developed and built for further mobility and concept trials. These were smaller than the VT 1-1 and VT 1-2, weighing 30 tons. The GVT 01-05 were equipped only with mock-up guns and laser firing simulators (TALLISSI) and telemetry systems, built using chassis components from the Leopard 1. The GVTs were used at the IABG facility in Lichtenau and the tank training school in Munster to test the twin-gun turretless tank concept in realistic exercise conditions, which is why five vehicles were built. However, the Leopard 2 was already in production, and tank crews showed little enthusiasm for this unconventional vehicle requiring a new approach.

Andrei_bt

81,636 views • 1 year ago

TYPHOON IN A THIMBLE The Little Engine That Screamed In a modest garage in Santa Ana, California, in 1945, Leroy “Roy” Cox began with wooden popguns. Metal was still scarce after the war, so he employed local housewives to turn out toys for children. When metal returned, he shifted to tether cars, small fast racers that ran on strings in circles. A devastating fire in August 1946 destroyed his first operation, but Roy rebuilt quickly in a larger space on Poinsettia Avenue. By 1947 he was selling a complete racing tether car using outside engines and turning serious profit. In 1949 he designed his own .045 cubic-inch engine for those cars. Then came the breakthrough. Working with engineers Mark Mier and Bill Fogler, Roy spent eight months perfecting an entirely new engine, the .049 cubic-inch Space Bug. It entered full production in 1952 under the newly formalized L.M. Cox Manufacturing Company. The little two-stroke glow engine was a mechanical marvel. Its steel piston and cylinder were machined to tolerances of twenty-five millionths of an inch, thinner than a human hair, so no piston rings were needed. A platinum-coil glow plug, briefly heated by a 1.5-volt battery, started the fire. Once running, the platinum acted as a catalyst with the methanol fuel, keeping combustion alive without a traditional spark. The exhaust carried the distinctive sweet-sharp scent of castor oil mixed in the fuel for lubrication. The engine was tiny, cheap (around four dollars for later versions), and loud. It produced a high-pitched, furious whine, which those who heard it described as a swarm of angry hornets or something spinning faster than it had any right to. The Soundtrack Of Saturday Morning In America The sound quickly became the soundtrack of Saturday mornings across America. Boys mounted it on balsa-wood control-line planes, free-flight models, and even early radio-control experiments. It powered everything from simple trainers to detailed warbirds. In 1958, Cox engines drove the flying attractions in Disneyland’s Tomorrowland, exposing millions more children to the thrill. Innovation followed innovation. In 1955 and 1956, engineer William Selzer designed the Babe Bee with an extruded aluminum crankcase, making it lighter, stronger, and easier to produce. It sold for $3.95 and became one of the most successful model engines ever. In 1960 Roy hired legendary engine designer Bill Atwood, who created the high-performance Tee Dee series. The 1961 front-rotary-valve TD .049 could reach 30,000 RPM, an astonishing speed for such a small displacement. The company grew rapidly. By the early 1960s it occupied a 225,000-square-foot facility and was producing well over a million engines a year at peak, outpacing every competitor in the world combined. It employed hundreds and expanded into ready-to-fly airplanes, slot cars (briefly a huge success, then a bust), boats, and more. Roy Cox had become the most successful model-engine manufacturer on earth. But in 1969, after the death of his wife Myrtle and amid his own health struggles, he sold the company to Leisure Dynamics. He retired. The brand continued under new ownership, expanding its product lines, but the original garage-inventor spirit began to fade. Leisure Dynamics faced bankruptcy in 1980. Roy Cox himself died in 1981 at age 75. A former Cox executive, Bill Selzer, bought the company out of bankruptcy in 1983 and returned manufacturing to Santa Ana. For a time the business flourished again with new products and larger facilities, moving to Corona, California, in 1990. The 50th anniversary was celebrated in 1995 with fresh engine designs and ready-to-fly models still in production. 1 of 2

Brian Roemmele

15,472 views • 1 month ago

After years of development, testing and refinement, we are printing one of our last Hadfield-10 rocket engines, a bittersweet moment 🫡 More of our team is transitioning toward getting our much larger orbital-class Hadfield-100 engine ready for the test stand, and getting Canada to orbit for the first time with our Tundra rocket. The pressure-fed Hadfield-10 series has been the backbone of NordSpace's propulsion program since our earliest days. It's the engine that proved we could design, manufacture, test and fly liquid rocket engines from scratch, entirely in-house, at the pace necessary to reach orbit. It powered our first successful hot-fire tests, survived our most demanding qualification campaigns, and gave our team the hard-won knowledge that no textbook or simulation could provide. It also powers our Taiga sub-orbital vehicle, which is taking flight in a few weeks. Every experimental lesson learned in its development from combustion stability, regenerative cooling, additive manufacturing, and test operations lives on in what comes next. That knowledge now flows directly into our turbopump fed Hadfield-100 engine, the most powerful rocket engine in Canadian history. Designed to power our orbital Tundra rocket to deliver 500+ kg to LEO and scaling further to 1,100 kg LEO in the Tundra+ configuration. Architected from day one to grow to the thrust levels required for our reusable Titan medium-lift vehicle targeting 5,000+ kg to LEO while striking the right balance between performance, scalability, heritage, and speed of development to meet the Government of Canada's targets. The Hadfield-10's design will also form the foundation of our SHARP Sabre hypersonic rocket's M2S-HyRock engine. The full shift to the Hadfield-100 is a major milestone for us, and it's not just about more powerful engines. The infrastructure we're developing from moving to a much larger facility, acquiring much larger metal 3D printers, developing new test cells, and pursuing rigorous standards all feed in to this next phase of growth for our program. To everyone on the NordSpace team who designed, printed, tested, and refined these engines across so many late nights, early mornings and weekends, thank you. This chapter made everything that follows possible, and the next one starts now. Ad astra per aspera 🚀🇨🇦 National Defence Canadian Space Agency Defence Research and Development Canada Canadian Armed Forces Transport Canada

After years of development, testing and refinement, we are printing one of our last Hadfield-10 rocket engines, a bittersweet moment 🫡 More of our team is transitioning toward getting our much larger orbital-class Hadfield-100 engine ready for the test stand, and getting Canada to orbit for the first time with our Tundra rocket. The pressure-fed Hadfield-10 series has been the backbone of NordSpace's propulsion program since our earliest days. It's the engine that proved we could design, manufacture, test and fly liquid rocket engines from scratch, entirely in-house, at the pace necessary to reach orbit. It powered our first successful hot-fire tests, survived our most demanding qualification campaigns, and gave our team the hard-won knowledge that no textbook or simulation could provide. It also powers our Taiga sub-orbital vehicle, which is taking flight in a few weeks. Every experimental lesson learned in its development from combustion stability, regenerative cooling, additive manufacturing, and test operations lives on in what comes next. That knowledge now flows directly into our turbopump fed Hadfield-100 engine, the most powerful rocket engine in Canadian history. Designed to power our orbital Tundra rocket to deliver 500+ kg to LEO and scaling further to 1,100 kg LEO in the Tundra+ configuration. Architected from day one to grow to the thrust levels required for our reusable Titan medium-lift vehicle targeting 5,000+ kg to LEO while striking the right balance between performance, scalability, heritage, and speed of development to meet the Government of Canada's targets. The Hadfield-10's design will also form the foundation of our SHARP Sabre hypersonic rocket's M2S-HyRock engine. The full shift to the Hadfield-100 is a major milestone for us, and it's not just about more powerful engines. The infrastructure we're developing from moving to a much larger facility, acquiring much larger metal 3D printers, developing new test cells, and pursuing rigorous standards all feed in to this next phase of growth for our program. To everyone on the NordSpace team who designed, printed, tested, and refined these engines across so many late nights, early mornings and weekends, thank you. This chapter made everything that follows possible, and the next one starts now. Ad astra per aspera 🚀🇨🇦 National Defence Canadian Space Agency Defence Research and Development Canada Canadian Armed Forces Transport Canada

NordSpace 🇨🇦

42,533 views • 5 months ago

🚨🇷🇺 NATO IN FULL PANIC: RUSSIA LAUNCHES GAME-CHANGING KAMA UNMANNED FLEET Russian defense technology company, ZALA, just dropped its first public KAMA unmanned boats — multifunctional USVs built for hydrographic surveys, pollution tracking, waterway patrols, search-and-rescue, and cargo delivery, exactly the attritable platforms already changing Black Sea tactics. 🔸 The KAMA USV delivers a massive 700 km range paired with a 600 kg payload, giving it far greater endurance and capacity than most UAVs. 🔸 Russia markets the KAMA primarily as a civilian environmental and patrol platform, yet the same vessels can be instantly repurposed for military reconnaissance, logistics delivery, or area denial in contested waters. 🔸 These boats offer 12 hours of operational endurance at 12 knots, with a 30-knot sprint capability, stability in waves up to 3 Beaufort, thermal imaging cameras, and automatic return-to-base if comms are lost. 🔸 While Western navies invest trillions in exquisite manned warships, Russia is rapidly fielding cheap, mass-producible USVs that dramatically shift the cost-exchange ratio in littoral conflicts. 🔸 The same sensors used to detect illegal discharges can also map coastlines or deliver critical supplies under heavy jamming thanks to the KAMA’s versatile dual-use design. 🔸 Building on its GX-3 ground robot, ZALA now spans air, land, and sea unmanned systems, continuing its expansion despite years of Western export restrictions. How can NATO counter Russian military innovation in the Black Sea? Follow to keep up with the latest military and technological trends.

🚨🇷🇺 NATO IN FULL PANIC: RUSSIA LAUNCHES GAME-CHANGING KAMA UNMANNED FLEET Russian defense technology company, ZALA, just dropped its first public KAMA unmanned boats — multifunctional USVs built for hydrographic surveys, pollution tracking, waterway patrols, search-and-rescue, and cargo delivery, exactly the attritable platforms already changing Black Sea tactics. 🔸 The KAMA USV delivers a massive 700 km range paired with a 600 kg payload, giving it far greater endurance and capacity than most UAVs. 🔸 Russia markets the KAMA primarily as a civilian environmental and patrol platform, yet the same vessels can be instantly repurposed for military reconnaissance, logistics delivery, or area denial in contested waters. 🔸 These boats offer 12 hours of operational endurance at 12 knots, with a 30-knot sprint capability, stability in waves up to 3 Beaufort, thermal imaging cameras, and automatic return-to-base if comms are lost. 🔸 While Western navies invest trillions in exquisite manned warships, Russia is rapidly fielding cheap, mass-producible USVs that dramatically shift the cost-exchange ratio in littoral conflicts. 🔸 The same sensors used to detect illegal discharges can also map coastlines or deliver critical supplies under heavy jamming thanks to the KAMA’s versatile dual-use design. 🔸 Building on its GX-3 ground robot, ZALA now spans air, land, and sea unmanned systems, continuing its expansion despite years of Western export restrictions. How can NATO counter Russian military innovation in the Black Sea? Follow to keep up with the latest military and technological trends.

NewRulesGeopolitics

31,443 views • 2 months ago

BREAKING: Inside Impulse Space with Tom Mueller (Tom Mueller) (SpaceX's 1st Employee) FULL TOUR The famous engineer behind the Merlin engine, now Founder, CEO & CTO of Impulse Space (Impulse Space) ICYMI: Merlin still powers Falcon 9 today, the most reliable rocket engine ever flown & the highest thrust-to-weight ever developed. It's the workhorse behind nearly every SpaceX mission: Starlink launches, Dragon crew & cargo flights to the ISS, & booster landings Tom walks us through the factory floor, from the avionics clean room to a live rocket engine firing in the vacuum chamber Impulse is building the in-space mobility layer: the vehicles & engines that move spacecraft after launch, from LEO to GEO, the Moon, infinity & beyond We cover: → Mira: precision maneuvering spacecraft & its saiph thrusters (8 thrusters, ~50 lbs thrust, 5-yr orbit life) → Helios: long haul same-day delivery vehicle (12 tons of LOX/methane, LEO to GEO) → Deneb Engine: 15,000 lbs thrust engine that powers Helios, ox-rich staged combustion, carbon skirt running over 3,000°F → Why 3D printing is "almost a cheat code" for rocket engines → In-house composite tanks, Novaloy, & copper liners machined from 700 lbs down to 25 → 3 spacecraft in orbit + a 1,200-meter rendezvous → Starlink, iterating Merlin & Raptor, & working with Elon Musk → Nuclear propulsion, the Moon, & why compute needs to move to space 𝐓𝐈𝐌𝐄𝐒𝐓𝐀𝐌𝐏𝐒 (00:00) Tom Mueller, Founder, CEO & CTO of Impulse Space (00:49) Inside Impulse Space (02:32) Avionics Bay floor (02:59) Building rockets at home (03:50) Mira and Helios (08:00) Why Tom left SpaceX (09:33) The Deneb Engine walkthrough (11:42) Testing in Mojave (12:23) Favorite part of the Engine (13:30) How it's 3D Printed (14:21) Why 3D Printing changes everything (16:54) Finding Talent for COPVs (17:28) No Modern hardware without software (19:52) The Mill Turn explained (22:42) Payload Deck Design (25:28) Entering the Secret Area (30:48) Thrust, Flow Rate, & 100 Sensors (32:13) Collision avoidance in Orbit (32:57) The Electric Propulsion Chamber (34:28) Nuclear Electric is the future (38:49) Data Centers in Space (40:28) SpaceX & Starlink's Growth (41:10) Working with Elon (42:07) If not CEO, then what? (42:32) Moon matters more than Mars

BREAKING: Inside Impulse Space with Tom Mueller (Tom Mueller) (SpaceX's 1st Employee) FULL TOUR The famous engineer behind the Merlin engine, now Founder, CEO & CTO of Impulse Space (Impulse Space) ICYMI: Merlin still powers Falcon 9 today, the most reliable rocket engine ever flown & the highest thrust-to-weight ever developed. It's the workhorse behind nearly every SpaceX mission: Starlink launches, Dragon crew & cargo flights to the ISS, & booster landings Tom walks us through the factory floor, from the avionics clean room to a live rocket engine firing in the vacuum chamber Impulse is building the in-space mobility layer: the vehicles & engines that move spacecraft after launch, from LEO to GEO, the Moon, infinity & beyond We cover: → Mira: precision maneuvering spacecraft & its saiph thrusters (8 thrusters, ~50 lbs thrust, 5-yr orbit life) → Helios: long haul same-day delivery vehicle (12 tons of LOX/methane, LEO to GEO) → Deneb Engine: 15,000 lbs thrust engine that powers Helios, ox-rich staged combustion, carbon skirt running over 3,000°F → Why 3D printing is "almost a cheat code" for rocket engines → In-house composite tanks, Novaloy, & copper liners machined from 700 lbs down to 25 → 3 spacecraft in orbit + a 1,200-meter rendezvous → Starlink, iterating Merlin & Raptor, & working with Elon Musk → Nuclear propulsion, the Moon, & why compute needs to move to space 𝐓𝐈𝐌𝐄𝐒𝐓𝐀𝐌𝐏𝐒 (00:00) Tom Mueller, Founder, CEO & CTO of Impulse Space (00:49) Inside Impulse Space (02:32) Avionics Bay floor (02:59) Building rockets at home (03:50) Mira and Helios (08:00) Why Tom left SpaceX (09:33) The Deneb Engine walkthrough (11:42) Testing in Mojave (12:23) Favorite part of the Engine (13:30) How it's 3D Printed (14:21) Why 3D Printing changes everything (16:54) Finding Talent for COPVs (17:28) No Modern hardware without software (19:52) The Mill Turn explained (22:42) Payload Deck Design (25:28) Entering the Secret Area (30:48) Thrust, Flow Rate, & 100 Sensors (32:13) Collision avoidance in Orbit (32:57) The Electric Propulsion Chamber (34:28) Nuclear Electric is the future (38:49) Data Centers in Space (40:28) SpaceX & Starlink's Growth (41:10) Working with Elon (42:07) If not CEO, then what? (42:32) Moon matters more than Mars

Molly O’Shea

729,885 views • 2 months ago

🇯🇵 Lexus LFA V10 1 of 500 in total - 64 with the Nurburgring Package. 202 Mph 0-60 3.7 secs 4.8L V10 1,480 kg 550 Bhp approximately The Lexus LFA is widely considered one of the greatest engineering feats in automotive history, often described as a "labor of love" by Toyota that famously lost the company money on every unit sold. Development began in the early 2000s under the codename TXS. The goal wasn't just speed, but the ultimate sensory driving experience. The Engine (1LR-GUE) Co-developed with Yamaha, the 4.8L V10 is legendary for its sound—often called the "Roar of an Angel." It was designed to mimic the high-pitched scream of Formula 1 cars. The "Digital" Requirement The engine could rev from idle to its 9,000 RPM redline in just 0.6 seconds. This was so fast that a traditional analog needle couldn't keep up, forcing Lexus to use a digital tachometer. Carbon Fiber Construction Mid-way through development, Lexus decided the aluminum chassis was too heavy. They scrapped years of work and switched to Carbon Fiber Reinforced Polymer (CFRP), which they manufactured in-house. Nürburgring Package 10 hp power bump. A fixed carbon fiber rear wing and larger front spoiler. Recalibrated suspension and stickier tires. It set a then-record lap time for production cars at the Nordschleife: 7mins 14.64 secs. While criticized at launch for its £345,000 price tag and dated single-clutch sequential gearbox, the LFA’s reputation has aged like fine wine. Jeremy Clarkson famously called it "the best car I’ve ever driven." Now prices can fetch three times the original retail price. Enjoy this unbelievable sound 🔥 🎥 Lexus 👏🏻👏🏻 #cars #v10 #carporn #japan

🇯🇵 Lexus LFA V10 1 of 500 in total - 64 with the Nurburgring Package. 202 Mph 0-60 3.7 secs 4.8L V10 1,480 kg 550 Bhp approximately The Lexus LFA is widely considered one of the greatest engineering feats in automotive history, often described as a "labor of love" by Toyota that famously lost the company money on every unit sold. Development began in the early 2000s under the codename TXS. The goal wasn't just speed, but the ultimate sensory driving experience. The Engine (1LR-GUE) Co-developed with Yamaha, the 4.8L V10 is legendary for its sound—often called the "Roar of an Angel." It was designed to mimic the high-pitched scream of Formula 1 cars. The "Digital" Requirement The engine could rev from idle to its 9,000 RPM redline in just 0.6 seconds. This was so fast that a traditional analog needle couldn't keep up, forcing Lexus to use a digital tachometer. Carbon Fiber Construction Mid-way through development, Lexus decided the aluminum chassis was too heavy. They scrapped years of work and switched to Carbon Fiber Reinforced Polymer (CFRP), which they manufactured in-house. Nürburgring Package 10 hp power bump. A fixed carbon fiber rear wing and larger front spoiler. Recalibrated suspension and stickier tires. It set a then-record lap time for production cars at the Nordschleife: 7mins 14.64 secs. While criticized at launch for its £345,000 price tag and dated single-clutch sequential gearbox, the LFA’s reputation has aged like fine wine. Jeremy Clarkson famously called it "the best car I’ve ever driven." Now prices can fetch three times the original retail price. Enjoy this unbelievable sound 🔥 🎥 Lexus 👏🏻👏🏻 #cars #v10 #carporn #japan

WRCPAST

17,792 views • 3 months ago

There’s a popular theory that AI will finally make formal verification mainstream because mathematical proof of correctness will be needed when machines write most or all of the code. But will this happen? Hillel Wayne is one of the best people to answer. Timestamps: 00:00 Intro 04:32 The Crossover Project 11:37 What software engineering does better 15:30 What traditional engineering does better 18:17 Formal methods 29:32 TLA+: what it is and demo 36:58 TLA+ at Amazon 38:10 Ways distributed systems break 41:03 Formal methods and systems thinking 46:20 The value of learning math 50:23 What TLA+ is good for and isn’t 52:50 Alloy: a declarative language for software modeling 58:53 Other formal methods tools 1:01:24 Property-based testing 1:05:31 AI and the need for formal verification 1:12:29 Logic for programmers 1:14:35 Hillel’s 2025 prediction on AI’s impact 1:21:30 Book recommendation Brought to you by: • Antithesis – verify your system’s correctness without human review or traditional integration tests – and avoid bugs or outages. • turbopuffer – a vector and full-text search engine built on object storage. It’s fast, cheap, and extremely scalable. • WorkOS – everything you need to make your app enterprise ready. Two things I found especially interesting, talking with Hillel: 1. Amazon used TLA+ to find a bug almost impossible to locate without formal methods. In the paper How AWS uses formal methods, the AWS team shared that they’d found a complicated bug for which the shortest error trace to exhibit was 35 steps (!!). The bug passed unnoticed through extensive design review, code reviews, and testing. AWS concluded they wouldn’t have uncovered it if they’d stuck to conventional testing approaches. 2. Why not use formal verification for everything, then? It’s because specs in the real world are a nightmare to write. Even a simple problem like “find the file in a directory that has the most lines” gets complicated when modeled with formal methods. We would have to answer questions like: ‘do we look at ASCII or UTF-8 new line characters, what about unreadable files, and Symlinks?’ Without formal methods, we can write a simple verification that is right in 99%+ of cases. Formal methods require a lot of extra effort for the less than 1% of exotic use cases!

There’s a popular theory that AI will finally make formal verification mainstream because mathematical proof of correctness will be needed when machines write most or all of the code. But will this happen? Hillel Wayne is one of the best people to answer. Timestamps: 00:00 Intro 04:32 The Crossover Project 11:37 What software engineering does better 15:30 What traditional engineering does better 18:17 Formal methods 29:32 TLA+: what it is and demo 36:58 TLA+ at Amazon 38:10 Ways distributed systems break 41:03 Formal methods and systems thinking 46:20 The value of learning math 50:23 What TLA+ is good for and isn’t 52:50 Alloy: a declarative language for software modeling 58:53 Other formal methods tools 1:01:24 Property-based testing 1:05:31 AI and the need for formal verification 1:12:29 Logic for programmers 1:14:35 Hillel’s 2025 prediction on AI’s impact 1:21:30 Book recommendation Brought to you by: • Antithesis – verify your system’s correctness without human review or traditional integration tests – and avoid bugs or outages. • turbopuffer – a vector and full-text search engine built on object storage. It’s fast, cheap, and extremely scalable. • WorkOS – everything you need to make your app enterprise ready. Two things I found especially interesting, talking with Hillel: 1. Amazon used TLA+ to find a bug almost impossible to locate without formal methods. In the paper How AWS uses formal methods, the AWS team shared that they’d found a complicated bug for which the shortest error trace to exhibit was 35 steps (!!). The bug passed unnoticed through extensive design review, code reviews, and testing. AWS concluded they wouldn’t have uncovered it if they’d stuck to conventional testing approaches. 2. Why not use formal verification for everything, then? It’s because specs in the real world are a nightmare to write. Even a simple problem like “find the file in a directory that has the most lines” gets complicated when modeled with formal methods. We would have to answer questions like: ‘do we look at ASCII or UTF-8 new line characters, what about unreadable files, and Symlinks?’ Without formal methods, we can write a simple verification that is right in 99%+ of cases. Formal methods require a lot of extra effort for the less than 1% of exotic use cases!

Gergely Orosz

34,525 views • 25 days ago

Bharat Innovates 2026 showcases Green Aero Propulsion Pvt. Ltd., a pioneering deep-tech startup transforming the future of aerospace through sustainable propulsion technologies. Incubated at IIT Delhi, the company is developing next-generation hydrogen-powered and multi-fuel aero engines aimed at decarbonizing aviation and reducing dependence on fossil fuels. With a strong focus on indigenous innovation, Green Aero is building high efficiency propulsion systems for both civilian and defence applications, including drones, aircraft, and advanced mobility platforms. Green Aero Propulsion Pvt. Ltd is also part of an elite group of deep-tech startups selected for the prestigious Bharat Innovates 2026 program by the Ministry of Education, Government of India, to be showcased from 14–16 June 2026 in Nice, France. With breakthrough milestones such as the successful test-firing of India’s hydrogen powered aero engine core, the startup is positioning itself at the forefront of clean aviation technology. By combining fuel flexibility, advanced turbine design, and waste-heat recovery systems, Green Aero is enabling more efficient and environmentally friendly flight solutions. As part of Bharat Innovates 2026, the startup represents India’s growing leadership in deep-tech and sustainable aerospace innovation driving a greener and self-reliant future. Narendra Modi PMO India Ministry of Education Dharmendra Pradhan Principal Scientific Adviser, Govt. of India Vineet Joshi Sanjay Kumar DSTIndia AICTE UGC Payscale PIBIndia DD News All India Radio News Office of Dr. S. Jaishankar Chaitanya K Prasad Ministry of External Affairs Bharat India in Portugal India in France Consulate General of India, Marseille India in Germany India in Ireland (Embassy of India, Dublin) India in the UK IIT Bombay SINE IITB Pan IIT Alumni India #BharatInnovates2026 #DeepTechIndia #CleanEnergy #SustainableAviation #madeinindia

Bharat Innovates 2026 showcases Green Aero Propulsion Pvt. Ltd., a pioneering deep-tech startup transforming the future of aerospace through sustainable propulsion technologies. Incubated at IIT Delhi, the company is developing next-generation hydrogen-powered and multi-fuel aero engines aimed at decarbonizing aviation and reducing dependence on fossil fuels. With a strong focus on indigenous innovation, Green Aero is building high efficiency propulsion systems for both civilian and defence applications, including drones, aircraft, and advanced mobility platforms. Green Aero Propulsion Pvt. Ltd is also part of an elite group of deep-tech startups selected for the prestigious Bharat Innovates 2026 program by the Ministry of Education, Government of India, to be showcased from 14–16 June 2026 in Nice, France. With breakthrough milestones such as the successful test-firing of India’s hydrogen powered aero engine core, the startup is positioning itself at the forefront of clean aviation technology. By combining fuel flexibility, advanced turbine design, and waste-heat recovery systems, Green Aero is enabling more efficient and environmentally friendly flight solutions. As part of Bharat Innovates 2026, the startup represents India’s growing leadership in deep-tech and sustainable aerospace innovation driving a greener and self-reliant future. Narendra Modi PMO India Ministry of Education Dharmendra Pradhan Principal Scientific Adviser, Govt. of India Vineet Joshi Sanjay Kumar DSTIndia AICTE UGC Payscale PIBIndia DD News All India Radio News Office of Dr. S. Jaishankar Chaitanya K Prasad Ministry of External Affairs Bharat India in Portugal India in France Consulate General of India, Marseille India in Germany India in Ireland (Embassy of India, Dublin) India in the UK IIT Bombay SINE IITB Pan IIT Alumni India #BharatInnovates2026 #DeepTechIndia #CleanEnergy #SustainableAviation #madeinindia

Bharat Innovates 2026

84,434 views • 3 months ago

Russian fighter jets, renowned for their engineering prowess and combat effectiveness, stand as a testament to the nation’s storied aerospace legacy. Models like the Sukhoi Su-57, MiG-35, and Su-35S exemplify a blend of cutting-edge technology, raw power, and battlefield versatility, often regarded as some of the finest in the world. Their majesty lies not only in their sleek, aerodynamic designs but also in their ability to dominate the skies through superior performance, advanced systems, and adaptability to modern warfare. The Sukhoi Su-57, Russia’s fifth-generation stealth fighter, is a pinnacle of innovation. Its angular design minimizes radar cross-section, while supercruise capability allows sustained supersonic flight without afterburners, conserving fuel and extending range. Equipped with advanced avionics, including AI-driven systems and 360-degree sensor fusion, the Su-57 can detect and engage targets with precision, even in contested environments. Its thrust-vectoring engines enable unmatched maneuverability, allowing it to perform complex aerobatic maneuvers like the Pugachev Cobra, showcasing agility that outclasses many Western counterparts. The Su-35S, a 4.5-generation multirole fighter, is another jewel in Russia’s crown. Powered by AL-41F1S engines, it boasts exceptional speed (Mach 2.25) and a combat radius exceeding 1,500 kilometers. Its Irbis-E radar can track up to 30 targets simultaneously, while its weapon suite, including long-range air-to-air missiles and precision-guided munitions, ensures dominance in both air superiority and ground-attack roles. The jet’s robust airframe and electronic countermeasures make it resilient against modern threats, earning it respect in global exercises and conflicts. The MiG-35, an evolution of the legendary MiG-29, combines affordability with lethality. Its lightweight design, coupled with RD-33MK engines, delivers a thrust-to-weight ratio that rivals heavier fighters. Advanced optronics and helmet-mounted displays enhance pilot situational awareness, while its compatibility with a wide array of munitions makes it a versatile platform for diverse missions.Russian jets excel due to their design philosophy: ruggedness, cost-effectiveness, and adaptability. Unlike some Western fighters, which rely heavily on stealth, Russian aircraft prioritize maneuverability and firepower, allowing them to engage in dogfights or long-range strikes with equal proficiency. Their ability to operate from austere airfields and withstand harsh conditions further enhances their global appeal. Exported to nations like India, China, and Vietnam, these jets have proven their reliability in varied climates and combat scenarios, cementing Russia’s reputation for building some of the world’s most formidable fighter aircraft. Their blend of innovation, power, and combat-proven performance makes them a majestic force in the skies.

Russian fighter jets, renowned for their engineering prowess and combat effectiveness, stand as a testament to the nation’s storied aerospace legacy. Models like the Sukhoi Su-57, MiG-35, and Su-35S exemplify a blend of cutting-edge technology, raw power, and battlefield versatility, often regarded as some of the finest in the world. Their majesty lies not only in their sleek, aerodynamic designs but also in their ability to dominate the skies through superior performance, advanced systems, and adaptability to modern warfare. The Sukhoi Su-57, Russia’s fifth-generation stealth fighter, is a pinnacle of innovation. Its angular design minimizes radar cross-section, while supercruise capability allows sustained supersonic flight without afterburners, conserving fuel and extending range. Equipped with advanced avionics, including AI-driven systems and 360-degree sensor fusion, the Su-57 can detect and engage targets with precision, even in contested environments. Its thrust-vectoring engines enable unmatched maneuverability, allowing it to perform complex aerobatic maneuvers like the Pugachev Cobra, showcasing agility that outclasses many Western counterparts. The Su-35S, a 4.5-generation multirole fighter, is another jewel in Russia’s crown. Powered by AL-41F1S engines, it boasts exceptional speed (Mach 2.25) and a combat radius exceeding 1,500 kilometers. Its Irbis-E radar can track up to 30 targets simultaneously, while its weapon suite, including long-range air-to-air missiles and precision-guided munitions, ensures dominance in both air superiority and ground-attack roles. The jet’s robust airframe and electronic countermeasures make it resilient against modern threats, earning it respect in global exercises and conflicts. The MiG-35, an evolution of the legendary MiG-29, combines affordability with lethality. Its lightweight design, coupled with RD-33MK engines, delivers a thrust-to-weight ratio that rivals heavier fighters. Advanced optronics and helmet-mounted displays enhance pilot situational awareness, while its compatibility with a wide array of munitions makes it a versatile platform for diverse missions.Russian jets excel due to their design philosophy: ruggedness, cost-effectiveness, and adaptability. Unlike some Western fighters, which rely heavily on stealth, Russian aircraft prioritize maneuverability and firepower, allowing them to engage in dogfights or long-range strikes with equal proficiency. Their ability to operate from austere airfields and withstand harsh conditions further enhances their global appeal. Exported to nations like India, China, and Vietnam, these jets have proven their reliability in varied climates and combat scenarios, cementing Russia’s reputation for building some of the world’s most formidable fighter aircraft. Their blend of innovation, power, and combat-proven performance makes them a majestic force in the skies.

𝐃𝐚𝐯𝐢𝐝 𝐙 🇷🇺 🇮🇪

53,160 views • 10 months ago

The Soviet Moon Machine: The Colossal N1 RocketIn the fierce heat of the Space Race, the Soviet Union forged a true giant of the skies: the N1 — the most powerful rocket ever built at the time, designed to hurl cosmonauts to the Moon and seize victory from the Americans.Standing taller than the Statue of Liberty and weighing over 2,700 tons when fully fueled, the N1 was an engineering marvel of raw ambition. Its massive first stage alone was powered by a staggering cluster of 30 NK-15 engines, roaring together with a combined thrust of 45,400 kilonewtons (more than 10.2 million pounds of force) — enough to shake the Earth itself.Above it rose the second stage (Block G) with four NK-21 engines, and crowning the stack was the third stage (Block D), driven by a single high-efficiency RD-58 engine. Together, these three stages formed a towering behemoth meant to conquer space.Yet despite its breathtaking scale and innovative design, the N1 was plagued by immense technical challenges. All four launch attempts between 1969 and 1972 ended in dramatic failure — some exploding spectacularly just seconds after liftoff. The program was ultimately canceled in 1974.Though it never reached the Moon, the N1 left a lasting legacy. Its groundbreaking technologies, engines, and hard-won lessons pushed the boundaries of rocketry and helped pave the way for future heavy-lift vehicles that would one day carry humanity deeper into the cosmos. A fallen titan, but one whose shadow still looms large in the history of space exploration.

The Soviet Moon Machine: The Colossal N1 RocketIn the fierce heat of the Space Race, the Soviet Union forged a true giant of the skies: the N1 — the most powerful rocket ever built at the time, designed to hurl cosmonauts to the Moon and seize victory from the Americans.Standing taller than the Statue of Liberty and weighing over 2,700 tons when fully fueled, the N1 was an engineering marvel of raw ambition. Its massive first stage alone was powered by a staggering cluster of 30 NK-15 engines, roaring together with a combined thrust of 45,400 kilonewtons (more than 10.2 million pounds of force) — enough to shake the Earth itself.Above it rose the second stage (Block G) with four NK-21 engines, and crowning the stack was the third stage (Block D), driven by a single high-efficiency RD-58 engine. Together, these three stages formed a towering behemoth meant to conquer space.Yet despite its breathtaking scale and innovative design, the N1 was plagued by immense technical challenges. All four launch attempts between 1969 and 1972 ended in dramatic failure — some exploding spectacularly just seconds after liftoff. The program was ultimately canceled in 1974.Though it never reached the Moon, the N1 left a lasting legacy. Its groundbreaking technologies, engines, and hard-won lessons pushed the boundaries of rocketry and helped pave the way for future heavy-lift vehicles that would one day carry humanity deeper into the cosmos. A fallen titan, but one whose shadow still looms large in the history of space exploration.

Black Hole

10,279 views • 2 months ago