Undrar hur länge den kundvagnen har sått där..jag menar..hur fort växer en sån vägstolpe upp?
2007
Schampo
2007
"Jag vill bara bli älskad..är det så fel...?"
2006
Peters liv & leverne,igen
torsdag 7 januari 2016
onsdag 6 januari 2016
Projekt projekt....or lampa...?
Jag köpte mig en gång en Hitachi pj-lc9 projektor,2007-02-22 demokörd i butiken för 4 998:- (plus 80" duk för 1000:- )
2 dagar senare slutade den visa nån bild,så jag lämnade in den för service (& undrade lite vad har jag köpt igentligen,som inte höll så länge)
En lampa byttes,& allt var frid & fröjd )
Tills jag lämnade in den för service 2008-01-09 för "Färgfel,stora blåa fält på bilden"
Fick den lagad tills 2008-05-21 igen med stora blåa fält på bilden..
Men fick tillbaka den på garantin & sen dess har den lyst upp min tillvaro bildligt talat )
Men nu i julen 2015 när lampan närmade sig 8800 timmar (lampan ska bara hålla mellan 3-4000 timmar) så small det till & den ville inte lysa mer :(
En likadan projektor säljs fortfarande för 6775:- & en ny lampa i svensk butik kostar över 1500:-..
Så vad göra :(..
Jo,köpa en lampa utomlands från Amazon )
Där kostade lampan bara 250:- (fast frakten kostade lika mycket)
Så idag den 5te Januari 2016 fick jag lampan )
Här är ovandelen på projektorn.
Där ljuset från lampan ska komma ut )
Hmmm..lite damm..
Undersidan..Luckan upptill höger är för filtret & luckan nertill vänster är där glödlampan sitter.
Här är den gamla trasiga..ni ser alla små glasbitar..(efter ett antal tusen timmar blir glaset på lampan så skört & den exploderar tillslut)
Här är alltså lampkonsolen.
Titta,en helt ny glödlampa bredvid )
Nya lampan monterad i fästet & i själva projektorn )
Its alive! Nu har man bild igen ) kameran som gjorde allt lite grönt dock..
tisdag 5 januari 2016
Cd...
Har fått tag på lite mer Thunderdome skivor :)
Nr 32 i serien.
Lite smådyr på 300:-...
Thunderdome 4, special compilation 1993
Lite billigare,135:-..
Thunderdome Live Present Global Hardcore Nation, special compilation 1997
Billig för 60:- :)
Nr 35 i serien..(sista i nummer serien)
Lite dyr på 297:-...
Mer är på väg :P
måndag 4 januari 2016
Detta är ingen jävla semester del 4
Dag 2: Tierp - Mörrum, 60mil.
Allt hade gått bra hittills så vi fyllde på med 98oktan, blyersättning (ha, smaka på den miljöpartiet!) och motorolja eftersom den hade dragit en liten slurk.
Denna oljeprocedur, om än ack så simpel, visade sig behöva upprepas ett par gånger till på resan.
Ofta.
Mycket ofta.
Skutan riktades än igen söderut, mot mina pärons ställe för nästa övernattning och det blev en liten ökning på miltalet – 60 mil till. Tot. 110 mil avverkade.
Det var förmodligen vad den gjort totalt det senaste året.
Två dagar in i resan.
Dag 3 åkte vi till en polaren Martins ställe i Åhus.
Denna korta bilresa var mestadels utan uppseendeväckande inslag men den första grusvägssladden utfördes i en Nascarmanöver på den skånska landsbygden.
Däcksprut – check!
Av en ren slump råkade det vara midsommar och givetvis fest och sill och nubbe långt in på morgonkvisten.
Dag 4 spenderades mest med huvudvärk.
Dag 5. Nu började helv.. jag menar allvaret!
Åhus – genom Danmark – till Lübeck, tyskland.
45 mil. Do or die.
Tanka, och fylla på lite olja.
Förut hade inget riktigt känts sådär ”speciellt” som man kunnat tänka sig med resan.
Vi hade mest bara kört bil genom Sverige.
Ganska bekant känsla för de flesta.
Däremot när vi betalat broavgiften och puttrade i 190dB över Öresundsbron på väg mot ett annat land i horisonten kändes det.
-”Nu börjas det!
Går bilen sönder nu är vi i big trouble haha” nämner Niklas lite skämtsamt på blodigaste allvar med vitnande knogar bakom ratten.
Totalt avslappnad.
Vi skruvar upp volymen och kör på.
Pengar finns budgeterat i resekassan för div. haverier och smärre katastrofer men lite nervöst började det bli. Vad gör man om man får växellådshaveri i tunneln under vatten innan Köpenhamn?
Vår röda superbil brölade diskret vidare genom landskapet tills vi kom till färjeläget i Rödby.
På färjan passade vi på att äta en av historiens dyraste räkmackor och länsa tax-free shoppen på essentiell överlevnadsutrustning som Snickers, Snus och Norrlands Guld.
Allt hade gått bra hittills så vi fyllde på med 98oktan, blyersättning (ha, smaka på den miljöpartiet!) och motorolja eftersom den hade dragit en liten slurk.
Denna oljeprocedur, om än ack så simpel, visade sig behöva upprepas ett par gånger till på resan.
Ofta.
Mycket ofta.
Skutan riktades än igen söderut, mot mina pärons ställe för nästa övernattning och det blev en liten ökning på miltalet – 60 mil till. Tot. 110 mil avverkade.
Det var förmodligen vad den gjort totalt det senaste året.
Två dagar in i resan.
Dag 3 åkte vi till en polaren Martins ställe i Åhus.
Denna korta bilresa var mestadels utan uppseendeväckande inslag men den första grusvägssladden utfördes i en Nascarmanöver på den skånska landsbygden.
Däcksprut – check!
Av en ren slump råkade det vara midsommar och givetvis fest och sill och nubbe långt in på morgonkvisten.
Dag 4 spenderades mest med huvudvärk.
Dag 5. Nu började helv.. jag menar allvaret!
Åhus – genom Danmark – till Lübeck, tyskland.
45 mil. Do or die.
Tanka, och fylla på lite olja.
Förut hade inget riktigt känts sådär ”speciellt” som man kunnat tänka sig med resan.
Vi hade mest bara kört bil genom Sverige.
Ganska bekant känsla för de flesta.
Däremot när vi betalat broavgiften och puttrade i 190dB över Öresundsbron på väg mot ett annat land i horisonten kändes det.
-”Nu börjas det!
Går bilen sönder nu är vi i big trouble haha” nämner Niklas lite skämtsamt på blodigaste allvar med vitnande knogar bakom ratten.
Totalt avslappnad.
Vi skruvar upp volymen och kör på.
Pengar finns budgeterat i resekassan för div. haverier och smärre katastrofer men lite nervöst började det bli. Vad gör man om man får växellådshaveri i tunneln under vatten innan Köpenhamn?
Vår röda superbil brölade diskret vidare genom landskapet tills vi kom till färjeläget i Rödby.
På färjan passade vi på att äta en av historiens dyraste räkmackor och länsa tax-free shoppen på essentiell överlevnadsutrustning som Snickers, Snus och Norrlands Guld.
söndag 3 januari 2016
Grattis
Grattis Mantan på din 29de födelsedag du hade igår!
Nästa år är du veteran )
Klart det får vara lite kalas då )
Presenter,tårta,glass,ljus & sugrör..let the party begin )
I första paketet var det 4 tändstift,Champion L-81,vilket är samma som NGK B7HS (ska igentligen vara B6HS till Mantan, men borde funka ändå)
Ett helt nytt komplett säkerhetsbälte till passagerarsidan )
lördag 2 januari 2016
Veckans retro
Grupp B fanns mellan 1982 och 1986 och bestod av de snabbaste och mest kraftfulla rallybilar som någonsin byggts. På grund av detta blev det även en rad stora olyckor, några med dödlig utgång.
Efter ett flertal åskådares död och senare Henri Toivonen och hans co-drivers död i Tour de Corse rallyt 1986, förbjöd FIA Grupp B klassen.
Den kortlivade Grupp B-epoken har dock fått legendarisk status bland rallyfans, precis som de välkända Grupp B-bilarna Audi Quattro, Peugeot 205 Turbo 16, Lancia Rally 037, Ford RS200, MG Metro 6R4 samt Lancia Delta S4.
The beginning of Group B
Rally cars before the Group B era were, for the most part, rear-wheel-drive with about 250 horsepower, because any more power merely resulted in wheelspin.
The two classes at the time were Group 2 and the more popular Group 4.
The rules for Group 4 mandated a minimum production run of 400 copies of a car to meet homologation requirements, in order to encourage the manufacturers to use mass-produced cars.
Some of the more famous rally cars from this period were the Lancia Stratos, the Fiat 131 Abarth, and the Porsche 911.
However, in 1979, FISA (Fédération Internationale du Sport Automobile, the sanctioning body for rallying) legalized all-wheel-drive for rallying.
The manufacturers involved in rallying at the time considered four-wheel-drive too heavy and complex to be successful.
They were all proven wrong when Audi launched its new Quattro in 1980, and announced its intention to use the 1980 and 1981 seasons as development years.
The full potential of four-wheel-drive was realized when Audi pilot Hannu Mikkola used a Quattro as a course opening vehicle for one rally.
Had Mikkola been entered, he would have won by nine minutes!
When the Quattro entered (and won) its first rally, the 1980 Janner rally in Austria, most of the other manufacturers in rallying realized the two-wheel-drive era of rallying had come to an end.
Audi continued its development during the 1981 season, winning several rounds of the WRC, including the San Remo rally, which was an historic event because it was the first ever international rally won by a woman, Michèle Mouton.
1982 firmly established Audi as the team to beat, although Mouton narrowly lost the driver's crown to Opel rival Walter Röhrl.
The 1983 season saw the creation of Groups A and B, and the first real Group B car arrived on the scene - the Lancia 037 Monte Carlo.
Audi's first major rival had arrived.
The evolution of Group B
The 037 was different from the Quattro in several key respects - it was supercharged instead of turbocharged, and it still had rear-wheel-drive, due to Lancia's uncertainty about the potential of four-wheel-drive.
It was, however, a Group B rally car (the Quattro was still built to the Group 4 specifications), and the new Group B class only required 200 copies of a car for homologation.
The Group B rally teams could also produce "evolution" versions of their cars - and only twenty copies would be required!
Group B also had minimal weight restrictions, plus the use of high-tech materials was permitted in the construction of the cars.
These elements, plus manufacturers with unlimited resources, allowed Group B to evolve extremely quickly.
The cars' performance levels increased at a rapid pace.
The new 037 was instantly at a disadvantage due to its lack of four-wheel-drive.
Four-wheel-drive allowed Audi to run with a lot more power, due to the increased traction.
Four-wheel-drive also proved to be much gentler on the tires, so Audi could run much softer compounds and further increase its traction.
However, the Quattro had a number of flaws which allowed the 037 to win the Manufacturer's title in 1983: the Quattro was unreliable, it was clumsy and unwieldy to drive, and its front-engine, monocoque chassis was soon rendered obsolete by the mid-engine, space frame design of the Peugeot 205 T16, the new king of the hill once it arrived at the Tour de Corse rally in 1984.
The 205 T16's pace in Corsica shocked the rally community.
Peugeot had built a strong team, with Ari Vatanen as the driver and Jean Todt (now the manager of the Ferrari F1 team) running the rally program.
Vatanen crashed out of the Corsican rally, but went on to give the 205 its first win at the 1000 Lakes rally in Finland later that year.
By this time, Audi had introduced its Sport Quattro, while the 037 was already showing its age.
Peugeot looked set to walk away with the 1985 titles after an impressive year of preparation during 1984.
Peugeot did dominate most of the 1985 season, but things didn't go according to plan.
Peugeot lost Ari Vatanen in a near-fatal crash in Argentina, but his teammate Timo Salonen took up the challenge and brought both titles to Peugeot.
However, the 1985 RAC rally saw a whole pack of new challengers hungry to challenge Peugeot's dominance.
Lancia debuted its new Delta S4, which was supercharged and turbocharged, Ford unveiled the RS200, Austin-Metro launched its new Metro 6R4, Audi entered its radical S1 Quattro, and Peugeot countered the newcomers with the 205 T16 Evolution 2.
Lancia's new S4 came away with first and second places; by this point, wings had to be added to the cars to keep them on the road.
The end of Group B
The pace of technology in Group B was astounding, but FISA was planning Group S.
Group S was to be a class which would allow manufacturers to produce highly futuristic cars, and only ten copies would be required for homologation.
However, the inevitable finally happened: during the 1986 Port Wine rally in Portugal, a Ford RS200 left the road on a spectator stage, killing three and injuring dozens; after the crash, all the works teams withdrew from the rally.
But the final blow for Group B came on May 4, 1986.
Lancia's lead driver, Henri Toivonen, was dominating the 1986 championship and the Tour de Corse rally when his S4 left the road during a twisty tarmac stage.
The car went off the edge of the road, hitting trees and rocks while sliding down a hillside.
Toivonen and his navigator, Sergio Cresto, were killed.
There were no witnesses to the crash, and the subsequent fire completely destroyed the car, leaving the remains unrecognizable as a vehicle.
The heat from the fire was so intense that all that remained of the car was a blackened space frame.
Group B and Group S were instantly cancelled for the 1987 season; Ford and Audi withdrew from Group B immediately.
The other works teams decided to see the season out.
Rallying after Group B
Rallying after Group B looks a bit different.
The replacement cars, the Group A and WRC classes, are getting close to the speeds of the Group B cars, but they aren't quite there yet.
One only has to look at the fastest times up Pike's Peak for a comparison between the speed differences of the Group A & B cars.
But the modern rally cars are very spectacular and exciting to watch.
Modern rally drivers are among the best drivers in the world.
Plus, rallying today has more factory teams already participating or planning entries in the WRC.
Was it right to ban the Group B cars?
Personally, I think so.
If FISA had done a better job of regulating the cars, then maybe the Group B cars could have stayed.
But since FISA focused the majority of their attention on F1, they didn't realize how fast the Group B cars had become; it took an accident like Toivonen's to get FISA's attention.
The Group B cars had reached the point where they belonged on a racetrack, not on a rally stage.
The cars were so fast that a driver's eyes didn't have time to adjust their focus properly between corners.
Group B lived a short, but very interesting, life.
Efter ett flertal åskådares död och senare Henri Toivonen och hans co-drivers död i Tour de Corse rallyt 1986, förbjöd FIA Grupp B klassen.
Den kortlivade Grupp B-epoken har dock fått legendarisk status bland rallyfans, precis som de välkända Grupp B-bilarna Audi Quattro, Peugeot 205 Turbo 16, Lancia Rally 037, Ford RS200, MG Metro 6R4 samt Lancia Delta S4.
The beginning of Group B
Rally cars before the Group B era were, for the most part, rear-wheel-drive with about 250 horsepower, because any more power merely resulted in wheelspin.
The two classes at the time were Group 2 and the more popular Group 4.
The rules for Group 4 mandated a minimum production run of 400 copies of a car to meet homologation requirements, in order to encourage the manufacturers to use mass-produced cars.
Some of the more famous rally cars from this period were the Lancia Stratos, the Fiat 131 Abarth, and the Porsche 911.
However, in 1979, FISA (Fédération Internationale du Sport Automobile, the sanctioning body for rallying) legalized all-wheel-drive for rallying.
The manufacturers involved in rallying at the time considered four-wheel-drive too heavy and complex to be successful.
They were all proven wrong when Audi launched its new Quattro in 1980, and announced its intention to use the 1980 and 1981 seasons as development years.
The full potential of four-wheel-drive was realized when Audi pilot Hannu Mikkola used a Quattro as a course opening vehicle for one rally.
Had Mikkola been entered, he would have won by nine minutes!
When the Quattro entered (and won) its first rally, the 1980 Janner rally in Austria, most of the other manufacturers in rallying realized the two-wheel-drive era of rallying had come to an end.
Audi continued its development during the 1981 season, winning several rounds of the WRC, including the San Remo rally, which was an historic event because it was the first ever international rally won by a woman, Michèle Mouton.
1982 firmly established Audi as the team to beat, although Mouton narrowly lost the driver's crown to Opel rival Walter Röhrl.
The 1983 season saw the creation of Groups A and B, and the first real Group B car arrived on the scene - the Lancia 037 Monte Carlo.
Audi's first major rival had arrived.
The evolution of Group B
The 037 was different from the Quattro in several key respects - it was supercharged instead of turbocharged, and it still had rear-wheel-drive, due to Lancia's uncertainty about the potential of four-wheel-drive.
It was, however, a Group B rally car (the Quattro was still built to the Group 4 specifications), and the new Group B class only required 200 copies of a car for homologation.
The Group B rally teams could also produce "evolution" versions of their cars - and only twenty copies would be required!
Group B also had minimal weight restrictions, plus the use of high-tech materials was permitted in the construction of the cars.
These elements, plus manufacturers with unlimited resources, allowed Group B to evolve extremely quickly.
The cars' performance levels increased at a rapid pace.
The new 037 was instantly at a disadvantage due to its lack of four-wheel-drive.
Four-wheel-drive allowed Audi to run with a lot more power, due to the increased traction.
Four-wheel-drive also proved to be much gentler on the tires, so Audi could run much softer compounds and further increase its traction.
However, the Quattro had a number of flaws which allowed the 037 to win the Manufacturer's title in 1983: the Quattro was unreliable, it was clumsy and unwieldy to drive, and its front-engine, monocoque chassis was soon rendered obsolete by the mid-engine, space frame design of the Peugeot 205 T16, the new king of the hill once it arrived at the Tour de Corse rally in 1984.
The 205 T16's pace in Corsica shocked the rally community.
Peugeot had built a strong team, with Ari Vatanen as the driver and Jean Todt (now the manager of the Ferrari F1 team) running the rally program.
Vatanen crashed out of the Corsican rally, but went on to give the 205 its first win at the 1000 Lakes rally in Finland later that year.
By this time, Audi had introduced its Sport Quattro, while the 037 was already showing its age.
Peugeot looked set to walk away with the 1985 titles after an impressive year of preparation during 1984.
Peugeot did dominate most of the 1985 season, but things didn't go according to plan.
Peugeot lost Ari Vatanen in a near-fatal crash in Argentina, but his teammate Timo Salonen took up the challenge and brought both titles to Peugeot.
However, the 1985 RAC rally saw a whole pack of new challengers hungry to challenge Peugeot's dominance.
Lancia debuted its new Delta S4, which was supercharged and turbocharged, Ford unveiled the RS200, Austin-Metro launched its new Metro 6R4, Audi entered its radical S1 Quattro, and Peugeot countered the newcomers with the 205 T16 Evolution 2.
Lancia's new S4 came away with first and second places; by this point, wings had to be added to the cars to keep them on the road.
The end of Group B
The pace of technology in Group B was astounding, but FISA was planning Group S.
Group S was to be a class which would allow manufacturers to produce highly futuristic cars, and only ten copies would be required for homologation.
However, the inevitable finally happened: during the 1986 Port Wine rally in Portugal, a Ford RS200 left the road on a spectator stage, killing three and injuring dozens; after the crash, all the works teams withdrew from the rally.
But the final blow for Group B came on May 4, 1986.
Lancia's lead driver, Henri Toivonen, was dominating the 1986 championship and the Tour de Corse rally when his S4 left the road during a twisty tarmac stage.
The car went off the edge of the road, hitting trees and rocks while sliding down a hillside.
Toivonen and his navigator, Sergio Cresto, were killed.
There were no witnesses to the crash, and the subsequent fire completely destroyed the car, leaving the remains unrecognizable as a vehicle.
The heat from the fire was so intense that all that remained of the car was a blackened space frame.
Group B and Group S were instantly cancelled for the 1987 season; Ford and Audi withdrew from Group B immediately.
The other works teams decided to see the season out.
Rallying after Group B
Rallying after Group B looks a bit different.
The replacement cars, the Group A and WRC classes, are getting close to the speeds of the Group B cars, but they aren't quite there yet.
One only has to look at the fastest times up Pike's Peak for a comparison between the speed differences of the Group A & B cars.
But the modern rally cars are very spectacular and exciting to watch.
Modern rally drivers are among the best drivers in the world.
Plus, rallying today has more factory teams already participating or planning entries in the WRC.
Was it right to ban the Group B cars?
Personally, I think so.
If FISA had done a better job of regulating the cars, then maybe the Group B cars could have stayed.
But since FISA focused the majority of their attention on F1, they didn't realize how fast the Group B cars had become; it took an accident like Toivonen's to get FISA's attention.
The Group B cars had reached the point where they belonged on a racetrack, not on a rally stage.
The cars were so fast that a driver's eyes didn't have time to adjust their focus properly between corners.
Group B lived a short, but very interesting, life.
Rally Grupp B Tribute
Best Of Group B 84,85,86
Opel Manta 400 Grupp B
fredag 1 januari 2016
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