This falls under the category of “Who will model this first”
While researching photos of a Beyer Garrett locomotive that I’m kicking around building I stumbled across this unusual beast.
It is called a Fontaine
Any challenge takers??
There are lots of neat photos on that link.
I have my locomotive designer, Shanghai Maglev, working on it as we speak.
The Fontaine Disaster or Fontaine’s Folly as it was known, look up the Hollman Horror for a real mindscratcher
Some of the pics look like it could be some kind of climax.
Doesn’t Shanghai build high speed trains?
It is amazing what one finds on youtube.
In this case a series of interesting “strange and extreme” train videos.
There is a prototype for everything.
1 https://www.youtube.com/watch?v=B7xl6YyldeY
Well, Mr. Haskins, the Fontaine was an early attempt at a high speed locomotive, right in Herr Maglev’s wheelhouse. (http://largescalecentral.com/externals/tinymce/plugins/emoticons/img/smiley-laughing.gif)
I love the Fontaine’s Folly. I came across this in a early book on locomotive history. It is a beautiful weird machine and would be fun to model.
Some of the weird designs from the past just goes to prove one thing…Paper doesn’t refuse ink…
Dan Padova said:
Some of the weird designs from the past just goes to prove one thing…Paper doesn’t refuse ink…
Dan, isn’t that so true.
No offense to the engineers in the crowd, but just because you can draw it doesn’t mean it will work. I work with civil engineers who design public water utility systems and I have seen some stuff that makes you swear that they have never seen a piece of pipe much less have any clue how it is actually installed. You just have to scratch your head and say hmmm.
So, how did he convince anyone to actually build such a thing. Apparently twice even!
Devon Sinsley said:
Dan Padova said:
Some of the weird designs from the past just goes to prove one thing…Paper doesn’t refuse ink…
Dan, isn’t that so true.
No offense to the engineers in the crowd, but just because you can draw it doesn’t mean it will work. I work with civil engineers who design public water utility systems and I have seen some stuff that makes you swear that they have never seen a piece of pipe much less have any clue how it is actually installed. You just have to scratch your head and say hmmm.
My 1958 MGA is a classic example of this principle. Whoever designed this beast was convinced that he would never have to wrench on it. (http://www.largescalecentral.com/externals/tinymce/plugins/emoticons/img/smiley-cool.gif)
**Steve “**My 1958 MGA is a classic example of this principle. Whoever designed this beast was convinced that he would never have to wrench on it.”
I have owned three British motorcycles and found that to be true. Unfortunately a British motorcycle engine has to be rebuilt every 10,000 miles. Several socket sets including Whitworth and British Standard are needed to work on them, as are a collection of special shop tools only available from Stockists in Britain.
A lot of the bolts and nuts are hidden in places almost impossible to reach. If you are going to work on a British machine, it is inevitable your fingers are going to get greasy and knuckles skinned. Nobody escapes unscathed.
The BSA primary chain case is fastened with a dozen screws of varying lengths. Why they had to be of varying lengths I never understood. There was one screw hole that needed a specific screw. If a longer screw was fastened in it, it would take it but block oil flow.
One of the bolts and a rear engine mounting plate had to inserted before assembling the two vertical motor block halves. A difficult task itself because the transmission, crankshaft, flywheel and con rods were heavy. I always chuckle when I see a restored BSA with that mounting bolt missing.
However my BSA Lightnings were two of my favourite motorcycles. The feel, torque and sound of them could never be copied by the Japanese. Normally I don’t keep something I don’t use. But I still have my 1967 BSA colour brochure and a book entitled “The Story of BSA Motorcycles” published in 1978.
Paul Norton said:
**Steve “**My 1958 MGA is a classic example of this principle. Whoever designed this beast was convinced that he would never have to wrench on it.”
I have owned three British motorcycles and found that to be true. Unfortunately a British motorcycle engine has to be rebuilt every 10,000 miles. Several socket sets including Whitworth and British Standard are needed to work on them, as are a collection of special shop tools only available from Stockists in Britain.
A lot of the bolts and nuts are hidden in places almost impossible to reach. If you are going to work on a British machine, it is inevitable your fingers are going to get greasy and knuckles skinned. Nobody escapes unscathed.
The BSA primary chain case is fastened with a dozen screws of varying lengths. Why they had to be of varying lengths I never understood. There was one screw hole that needed a specific screw. If a longer screw was fastened in it, it would take it but block oil flow.
One of the bolts and a rear engine mounting plate had to inserted before assembling the two vertical motor block halves. A difficult task itself because the transmission, crankshaft, flywheel and con rods were heavy. I always chuckle when I see a restored BSA with that mounting bolt missing.
However my BSA Lightnings were two of my favourite motorcycles. The feel, torque and sound of them could never be copied by the Japanese. Normally I don’t keep something I don’t use. But I still have my 1967 BSA colour brochure and a book entitled “The Story of BSA Motorcycles” published in 1978.
Now Mr. Norton,
You mention owning English bikes yet the name Norton you make no mention of owning a Norton notorcycle
Paul Norton said:
**Steve “**My 1958 MGA is a classic example of this principle. Whoever designed this beast was convinced that he would never have to wrench on it.”
I have owned three British motorcycles and found that to be true. Unfortunately a British motorcycle engine has to be rebuilt every 10,000 miles. Several socket sets including Whitworth and British Standard are needed to work on them, as are a collection of special shop tools only available from Stockists in Britain.
A lot of the bolts and nuts are hidden in places almost impossible to reach. If you are going to work on a British machine, it is inevitable your fingers are going to get greasy and knuckles skinned. Nobody escapes unscathed.
The BSA primary chain case is fastened with a dozen screws of varying lengths. Why they had to be of varying lengths I never understood. There was one screw hole that needed a specific screw. If a longer screw was fastened in it, it would take it but block oil flow.
One of the bolts and a rear engine mounting plate had to inserted before assembling the two vertical motor block halves. A difficult task itself because the transmission, crankshaft, flywheel and con rods were heavy. I always chuckle when I see a restored BSA with that mounting bolt missing.
However my BSA Lightnings were two of my favourite motorcycles. The feel, torque and sound of them could never be copied by the Japanese. Normally I don’t keep something I don’t use. But I still have my 1967 BSA colour brochure and a book entitled “The Story of BSA Motorcycles” published in 1978.
Now Mr. Norton,
You mention owning English bikes yet the name Norton you make no mention of owning a Norton notorcycle
Devon Sinsley said:
Dan Padova said:
Some of the weird designs from the past just goes to prove one thing…Paper doesn’t refuse ink…
Dan, isn’t that so true.
No offense to the engineers in the crowd, but just because you can draw it doesn’t mean it will work. I work with civil engineers who design public water utility systems and I have seen some stuff that makes you swear that they have never seen a piece of pipe much less have any clue how it is actually installed. You just have to scratch your head and say hmmm.
So who is the genious then ? The designers or those of us who have to build it !
An architect is said to be a man who knows a very little about a great deal and keeps knowing less and less about more and more until he knows practically nothing about everything.
On the other hand, an engineer is a man who knows a great deal about very little and goes along knowing practically everything about nothing.
A contractor starts out knowing practically everything about everything but ends up knowing nothing about nothing, due to his association with architects and engineers.
