Montag, 3. April 2017

A Poem

What say if your Love leaves you? The tragic of a moment, mostly, more or less long, but time heals and we might open up and find again Love... But the moment of truth is terrible, and one is deeply affected. This is a wonderful poem by E. E. Cummings. It made me less lonely then...


it may not always be so; and i say
that if your lips,which i have loved,should touch
another’s,and your dear strong fingers clutch
his heart,as mine in time not far away;
if on another’s face your sweet hair lay
in such silence as i know,or such
great writhing words as,uttering overmuch,
stand helplessly before the spirit at bay;

if this should be,i say if this should be—
you of my heart,send me a little word;
that i may go unto him,and take his hands,
saying,Accept all happiness from me.
Then shall i turn my face,and hear one bird
sing terribly afar in the lost lands

Samstag, 29. Oktober 2016

Lucky Knot Bridge, Changsha Meixi Lake District, China

Wow. Wooooow. Die ist dann echt geilo







die Kinezen ziehen es vor, die Bilder spiegelverkehrt reinzustellen :)



我觉得这桥的创意、构思都挺棒。供人们锻炼身体,功能大概也不错。多种路线可供选择,有陡峻的、有平缓的。适合不同人们的需要。

我只是不喜欢他的颜色。细节的处理也显得草率。与周遭的环境不协调。因为是“中国结”就必须红得这么突兀吗? 这红色让我想起上海世博会中国馆。那造型,那颜色,说句时髦的话,难看到暴。






Donnerstag, 6. Oktober 2016

Pick Me Up... 1955 vs 1953

Einfach nur geniessen...........

Models 1953




and for the fans of custom cars: the Satin Slipper - WOOW




Regardless of what anybody did or didn’t think would happen, some people just aren’t content with certain things “as is,” and in this instance, Salinas, California’s Juan Avalos had a different vision in mind for his truck, a little something we like to call a custom makeover. Visually, his ’53 is slippery smooth, something the satin silver finish greatly emphasizes. Thanks to Kustom Fabrication’s Max Farrell, not only the exterior was reworked, but the chassis as well, giving the truck a low and sleek profile.

For starters, the top was dropped 3 inches, which required quartering the roof and using a donor skin. Avoiding the “mail slot” look, the rear window was only chopped an inch, but it was lowered proportionately. Rather than shaving it off completely, the driprails were removed, and in their place 3/16 cold-roll was welded and blended to the cab, which makes for a cleaner look. Beyond that, the bed was given a once- or twice-over for aesthetics’ sake as well as functionality-the rear stake pockets now flow into a molded splash pan which, in turn, flows into the bumper. The rear fenders were moved up just a tad, requiring the side aprons to be modified accordingly. And among other things, the hood was nosed and the stock headlights frenched.

Below the silvery satin exterior lies a fully customized foundation. Up front, Farrell installed a Mustang II unit, then added 2-inch dropped spindles, modified the tubular control arms, and relocated the shock mounts-all in an effort to allow the airbags to do their work to the fullest, which they do. Out back, a Camaro 10-bolt was set up to ride within a heavy C-notch via a four-link and airbags mounting from a tube crossmember. The Air Ride system operates quick-like thanks to a 7-gallon air tank, two big compressors, and 1/2-inch valves. A set of ruby red smoothies adorned with Shannon cone caps and wrapped in Coker wide whites roll the chassis in true classic style.

Drivetrain-wise, Juan went the reliable route with a GM Goodwrench crate 350 and a Turbo 350 automatic. The engine was dressed up with ball-milled valve covers, a Chevy aluminum air cleaner, and CoolFlex hoses. And beneath all that, trusty items like an Edelbrock intake and carb, HEI ignition, and cast-iron exhaust manifolds serve their purpose. The trans is told what to do by means of a nostalgia-style Gennie shifter.

You really need the flat land of California to drive this.. In Our Alps, no way




The question is, paint the radiator grill in the same colour as the car or in chrome?





Models 1955: 3100 in Pastelfarbe, unbeatable hype


















Cool, this one is for sale

But really, they are out of their mind: Asking price USD 185'000 LOOOOL.


Quite an uncommon front view... so what does the seller tell us?

National Award Winning 3100 Custom Pickup EFI LS3 6.2L V8 4L60E PS A/C Leather

GM LS3 crate engine / 480 horsepower
Custom Street Rod Garage frame / Custom suspension
Shaved mostly-original body
Featured on the cover of the November, 2014 edition of Classic Trucks Magazine

4L60E 4-speed automatic transmission
Power rack-and-pinion steering / Wilwood 4-wheel power disc brakes
Paul Atkins leather interior / Modern air conditioning

Ford 9-inch rear axle / 4.11 gears
Billet Specialties Stiletto wheels
Winner of multiple national awards

During the dark days of ‘70s emissions systems, there was stalwart gearheads. During the disarray of the ‘80s malaise scene, there was hardcore gearheads. And even now, with increasing cost of ownership becoming the norm, there are still diehard gearheads. No matter where the future leads, there will ALWAYS be lifestyle enthusiasts who build a culture around the rush of turning transportation into art. And, unless you’re one of us, it’s something you’ll never understand. So, what happens when a machinist turned hot rodder executes a sick-figure build with virtually no limits? You get a razor-sharp head turner like this magazine-featured Chevrolet 3100! The product of an uncompromising vision and many talented builders, this stunning Chevy wraps a tuned LS3 small block and stalwart 4L60E transmission in a custom suspension and classic aesthetics. And, if you’re a fellow enthusiast who’s looking to satisfy an unrelenting need to headline shows and make a big statement, it’s the award-winning pickup of your dreams!

BODYWORK/TRIM

Professionally restored by Legens Hot Rod Shop of Martin, Tennessee, this 3100 spent most of its life as a solid Arizona worker. In what amounted to a systematic, no-expense-spared rebuild, the truck’s rust-free body was completely stripped, thoroughly massaged and layered in a liquid-smooth coat of Jet Black 2-stage. Traditional touches, like shaved fenders and a nosed hood, were complemented with shaved wipers, a smoothed cowl, shaved mirrors and polished LED taillights. A gorgeous burled wood bed was affixed using highly polished stainless hardware. And, for good measure, Legens even smoothed the truck’s mirrored bumpers. Today, this incredible half-ton is a unique combination of time, talent and exceptional attention to detail. And with its killer paint, hot small block and stylish interior, it’s the kind of top-notch street rod that’s guaranteed to make you weak in the knees!
etc


First Serie with different front, smother view


1955er Chevy Cameo, note the Chevrolet sign missing in the models above



let's go the extramile for a crazy rendering, it looks like a little fishing boat LOL Looks slimmer and so close to the ground. The Hotrod version... cannot drive that in my area, too bumpy roads.

































A little Chevy Truck History 1947-1955



With production starting in May of 1947, Chevrolet's new truck series were GM's first new post-war vehicles, as well as America's first new post-war trucks. The 'Advance Style' trucks, with integrated headlights and larger cab, started an industry trend, and the switch from horizontal to vertical front grille set Chevy's trucks apart from all others on the road. Soon all truck builders were redesigning their cabs for three-person seating and more comfort.

1947-1948 Chevy Trucks



Advance Design trucks were offered in different several models, identified by a four-digit number displayed on both sides of the hood. Half-ton trucks were 3100 series, with 3/4 ton trucks getting a 3600 designation. Chevy's 216-cid straight-six motor was retained, receiving only minor engine improvements. The carburetor accelerator pump was moved into the float bowl to keep the leather piston wet, and to help cold-engine driveability, the hand-choke activated a carb-mounted fast-idle cam. Older, ream-fit main bearings were replaced with the modern precision-type.

1949 Chevy Trucks

Trucks had sold well during the last few years, and Chevrolet topped the market. Cosmetically, changes were minor. The inner surfaces of the grille bars were painted white, with pinstripes removed from the outer bars. Other changes included relocating the gear-shift the floor to the column, allowing for more legroom. Gas tanks, previously frame-mounted, were moved inside the cab, standing upright behind the seat.

1950-1953 Chevy Trucks



1950 saw the conversion from lever-action shocks to the modern tube type. New rear quarter windows improved visibility. Load capacity ranged from 1,500 pounds on the 3100 series up to 2,900 pounds on the 3800 one-ton model. Trucks rode on 16-inch tubed-tires, with three body lengths available. A side-mount spare tire carrier between the cab and the left rear fender became optional.

The Korean Military conflict brought about a precious-metals shortage, with Automakers substituting chrome parts with plain steel. Most Chevy trucks came with a painted front grille. Factory-installed signals became optional in 1953.

1954 Chevy Trucks



Although an all-new truck was planned for the following year, 1954 Chevrolet trucks received a minor restyle, which included a one-piece curved windshield, a new grille and front turn signals. The dashboard was redesigned, featuring twin instrument dials. A new cargo box had a lower loading height, taller bed sides, and horizontal top rails. 3600 models gained a three-inch stretch in bed length. Chevrolet would use this style cargo box into the Eighties.

The 216-cid "Stovebolt Six" motor, in use since the Thirties, was discontinued in favor of the 235-cid engine from Chevy's Load-Master truck series. Improvements included stronger crankshaft and connecting rods, aluminum pistons, and full-pressure lubrication. With 7.5:1 compression ratio, horsepower was 112 at 3,700 rpm. Torque was 200 pound-feet at 2,000 rpm.

An automatic transmission was offered in 1954, the first time in Chevy truck history, Three manual transmissions were available. An all-synchro three-speed was standard in the 3100 and 3600, with a heavy-duty all-synchro three-speed optional. A floor-shifted, four-speed all-synchro came standard in the 3800, and optional in the others.

The Deluxe Comfortmaster Cab option gave the buyer corner windows, chrome window moldings, passenger-side sun visor, driver's armrest, and dual horns. Also optional were electric windshield wipers, a foot-operated windshield washer, radio, heater, turn signals, and dash-mounted clock.

1955 First-Series Chevy Trucks

Early 1955 Chevrolet trucks, referred to as 'first series', saw only minor cosmetic changes. The main difference mechanically was a switch to an open drive-shaft from the older-style torque tube. The first-series trucks were built through March of 1955, replaced by Chevy's 'Task Force' series.

Introduced in March of 1955, Chevrolet's new 'Task Force' series of trucks was quite a departure from their existing line of pickups. Smooth, rounded sheet-metal replaced the old pontoon-style fenders, and large, wrap-around windshield glass offered better visibility and gave a more contemporary look. And for the first time, an eight-cylinder motor was available under the hood.

1955 Chevy Pickup

The 1955 model year began with the continuation of Chevrolet's Advance Design pickups, which dated back to 1947. These first-series trucks, built until March of 1955, were durable and sold well. But Ford's new 1953 F100 pickup, as well as Dodge's new model in 1954, prompted a re-design to a more modern looking truck. Taking styling cues from their very successful passenger car platform, Chevy's second-series pickups were re-engineered and restyled for mid '55.

Task Force trucks rode on a new, wider six-crossmember frame, allowing longer front and rear leaf springs to be fitted. The standard h

alf-ton 3100 series had a 114" wheelbase, which it shared with the smooth-sided 3124 series Cameo Carrier. The 3200 series trucks had a longer bed and rode on a 123" wheelbase. Three-quarter ton models used 3500 and 3700 designations. Chevy's venerable 'Stovebolt' Six, standard on all models, displaced 235-cid and produced 123-horsepower.

Electrical systems, upgraded from 6 to 12 volts, were one of many improvements on the new series of trucks. The biggest news was Chevrolet's new small-block V-8 engine, introduced on 1955 passenger car models, was now offered with their trucks. More efficient and more powerful than the six-cylinder motor, the 265-cid V-8 was also 30 pounds lighter. 1955 Chevy V-8's did not have an oil filter nor a provision for one. An add-on filter canister, mounted atop the thermostat housing, was optional.

1956 Chevy Pickup



Aside from slight emblem changes, 1956 Chevy truck exteriors were unchanged. The long options list from last year was back, including power steering, power brakes, whitewall tires, full wheel covers, chrome front and rear bumpers, and a factory-installed radio. The Custom Cab option included chrome interior door knobs, arm rests, dual-sun visors, a cigarette lighter, and a large wrap-around rear window. All V-8 blocks were now machined with an oil filter boss, allowing a full-flow oil system.

1957 Chevy Pickup



Third-year Task Force pickups received a distinctive new grille that would be a one-year feature only. Increasing the bore of the small-block V-8 brought displacement up to 283-cid. Horsepower increased to 185-horsepower. Five transmissions were available: three-speed, heavy-duty three-speed, three-speed with overdrive, four-speed, or GM's Hydra-matic automatic.

1958 Chevy Pickup

Styling on all Chevy passenger car and truck models were changed to accommodate the industry-wide switch from two to four headlamps. The new Apache model came standard with painted grille and front bumper, and could be upgraded to chrome. The new Fleetside model featured a smooth-sided cargo box and larger bed capacity. Model designations were shortened to 31, 32, 35 and 38 series. A recasting of the 283 small-block gave thicker cylinder walls and side motor-mount bosses.



Before 1958, Chevrolet had used outside suppliers such as Minnesota-based NAPCO (Northwestern Auto Parts Company) to convert their light and medium-duty trucks to four-wheel-drive. A GM-designed 4X4 drivetrain was now available. Air-conditioning also became available as a dealer-installed, factory-authorized option.

1959 Chevy Pickup

The last year of the Task Force line saw minor changes. Front and side emblems were changed to distinguish this year's model from last year's. Posi-traction became an option, and larger drum brakes were used. In all, 13 different truck models were available this year.



In the five years Task Force trucks were produced, Chevy sold more pickups than any other manufacturer, capturing more than 30% of the market.

Mittwoch, 5. Oktober 2016

Disco Volante

Da würde wohl sogar Disco Inferno Freude haben...













Aber es geht ja nicht um ihn sondern um einen exotischen Alfa der bei Coys bald versteigert wird. Gute Gelegenheit mal wieder dieses Space Ship from the unknown Planet anzuschauen. So eine heisse Büchse. Im Gegensatz zu all den stromlinienförmigen eckigen Sportwagen ist hier alles rund, er erinnert mich eigentlich an eine Bettflasche!




Sehen Sie selbst: 


Lot 141: 1983 Alfa Romeo “Disco Volante” Tribute by Carrozzeria Ferrero

Estimate: €150,000 - €180,000
Description: 1983 Alfa Romeo “Disco Volante” Tribute by Carrozzeria Ferrero

Reg. Number: EU Taxes Paid
Chassis Number: ZAR115380
Year: 1983
Make: Alfa Romeo
Model: Disco Volante Tribute

The Alfa Romeo 1900 C52 “Disco Volante”, commonly known simply as Alfa Romeo Disco Volante (Italian for «Flying Saucer»), is a series of experimental sports racing cars produced between 1952 and 1953 by Italian car manufacturer Alfa Romeo in collaboration with Milanese coachbuilder Carrozzeria Touring. The car was distinguished by streamlined, wind tunnel tested bodywork.

Three spiders were made in 1952, with a 2-litre all-alloy four-cylinder engine; a year later one was modified into a coupé, and another one into a more conventional-looking spider. Two more examples were built fitted with a six-cylinder 3.5-litre engine from the Alfa Romeo 6C 3000 CM racing car. Four of the five cars built in total survive today.

The 1900 C52 was originally de

veloped in 1952 to take part to Sport category races. Its fully enveloping aerodynamic bodywork was developed and built together with Carrozzeria Touring, and wind tunnel tested. Studied to achieve a low drag coefficient even in crosswinds, the body featured a lenticular cross-section both viewed from the front and from the side; the underbody was faired-in. According to some the design of the Jaguar E-type has some design cues similar to the Disco Volante.

This tribute to the Disco Volante was built by Carrozzeria Ferrero of Milan during the 1990s and it was restored recently. This car was built on the base of an Alfa Romeo Spider “Duetto” 3rd series 2000cc. The body is in aluminium and the 4c Alfa Romeo engine sounds fantastic. It comes with the Italian Libretto of the Alfa Romeo Spider which is based.

Cet hommage à la Disco Volante a été construit par Carrozzeria Ferrero de Milan au cours des années 1990 et elle a été restaurée récemment. Cette voiture a été construite sur la base d’une Alfa Romeo Spider «Duetto» 3ème série 2000cc. Le corps est en aluminium et le moteur 4c Alfa Romeo ont un son fantastique. Elle est livrée avec le Libretto italien de l’Alfa Romeo Spider sur laquelle est basée.

Also ein Nachbau, excellent. Je nach Blickwinkel faszinieren andere Komponenten der Carrosserie, beim Cabriolet dominieren halt die aussen ragenden gequetschen Seiten und ergeben den Bettflascheneffekt. 
hier die 1952er Coupé Version


Aber die Version von 1953 ist der Hammer, ungemein elegant, dabei das Cockpit hoch mit viel Fenster, ein echter Hingucker





Der Alfa Romeo C52 von 1952/53 ist eines der legendärsten Fahrzeuge der Mailänder Marke.

Zwei Jahrzehnte lang hatte Alfa Romeo den Rennsport auf höchster Ebene vielleicht nicht gerade dominiert, aber entscheidend geprägt. 1950/51 gelang mit einer Vorkriegskonstruktion, der so wunderbaren Alfetta, eine Doublette in den ersten beiden Jahren der offiziellen Formel-1-Weltmeisterschaften, doch Ende 1951 zog sich Alfa zurück, überliess das Feld einem gewissen Enzo Ferrari, der viele Jahre für die Mailänder als Rennleiter gewirkt hatte. Ferrari nahm auch gleich viele der besten Mitarbeiter der Rennsportabteilung mit nach Maranello.

Doch es gab da ja noch die Mille Miglia, für eine italienische Marke wie Alfa Romeo von ähnlicher Wichtigkeit wie die Formel 1 und die 24 Stunden von Le Mans. Alfa Romeo hatte das seit 1927 durchgeführte Rennen dominiert, zwischen 1928 und 1938 insgesamt zehn Siege einfahren können, auch 1947, bei der ersten Austragung nach dem Krieg, den ersten Rang geschafft. Doch dann kam, eben: Ferrari.

Aber Alfa wollte sich nicht einfach so geschlagen geben, obwohl das Geld damals knapp war. Die Mailänder hatten weiterhin einen ausgezeichneten Ruf, und es gab andere italienische Meister ihres Fachs, die mit dem zuweilen etwas gar charismatischen «Commendatore» aus Maranello nicht wollten oder konnten. Und Mailand, das war eine ganz besondere Art von Stolz, es musste etwas geschehen gegen die Emporkömmlinge aus der Emilia Romagna (und gegen Turin sowieso, für immer und ewig). Im Geheimen trafen sich also Carlo Felice Bianchi Anderloni, Chef des Mailänder Meisterdesigners Touring, sein Designer Federico Formenti und als Abgesandter von Alfa Gioacchino Colombo.

Colombo hatte seit Mitte der Zwanzigerjahre für Alfa gearbeitet, war mit Vittorio Jano verantwortlich für den legendären P2, hatte in den Dreissigerjahren (mit Enzo Ferrari als Rennleiter) seine ganz grossen Jahre. Er war Ferrari nach dem Zweiten Weltkrieg nach Maranello gefolgt, konstruierte dort den 1,5-l-V12, der als Colombo-Motor in die Geschichte einging und bei Ferrari fünfzehn Jahre lang in den verschiedensten Versionen für Vortrieb sorgte. Doch er wurde sauer, als Aurelio Lampredi den Auftrag erhielt, für Ferrari einen Formel-1-Motor zu entwickeln, und kehrte deshalb nach Mailand zurück. Die beiden F1-Weltmeistertitel 1950/51 verdankte Alfa zu einem grossen Teil dem Mann, der nicht nur ein begnadeter Ingenieur, sondern auch ein hervorragender Designer war.

Touring konnte Alfa etwas bieten, was sonst niemand hatte: die Superleggera-Bauweise, eine besonders leichte und doch erstaunlich stabile Rohrrahmenkonstruktion. Der weitere Verlauf der Geschichte liegt im Dunkeln. Während Touring der Überzeugung ist, am 1952 vorgestellten C52 den grössten Anteil zu tragen, behaupten die Geschichtsbücher von Alfa, das Design des Fahrzeugs, das später als Disco Volante, fliegende Untertasse, berühmt wurde, sie bei Alfa entstanden, in der Verantwortung von Orazio Satta Puliga. Auch die Rolle von Colombo ist nicht ganz klar, denn der wechselte schon Anfang 1953 zu Maserati. 1952 kam aber eine andere Grösse zu Alfa, Carlo Chiti, und ihm wird, zumindest von Alfa Romeo, das Verdienst zugeschrieben, den C52 auf die Strasse gebracht zu haben. Die Wahrheit, nehmen wir an, liegt wohl wieder einmal irgendwo in der Mitte.

Sicher ist, dass Touring die C52 baute. Sicher ist auch, dass Modelle des Fahrzeugs im Windkanal getestet wurden, dass Touring einige Änderungen einbringen konnte, um die Seitenwindempfindlichkeit des Fahrzeugs zu verbessern. Nicht sicher ist, wie viele Disco Volante 1952 entstanden sind. In den Büchern von Alfa Romeo stehen nur zwei Exemplare, doch Touring meint, es seien sechs gewesen. Sicher hingegen ist, dass zwei Stück mit einem kurzen Radstand (2,22 Meter) gebaut und mit einem 1,9-Liter-Vierzylinder, der erstaunliche 158 PS bei 6500/min schaffte, versehen wurden. Dieser Motor stammte aus der 1900er-Baureihe, erhielt aber einen Leichtmetallkopf, auch wurde die Bohrung von 82,5 auf 85 Millimeter vergrössert. Das offene Fahrzeug, nur gerade 735 Kilo schwer, hatte einen cW-Wert von 0,3 und schaffte eine Höchstgeschwindigkeit von 225 km/h. Bei Rennen eingesetzt wurden die 52er-Exemplare aber nicht.

1953 sollte dann das grosse Jahr des C52 werden. Wurde es aber nicht. Dem Roadster wurde eine Coupé-Version zur Seite gestellt, man baute ihm auch die grossen Sechszylinder mit 3,6 Liter Hubraum ein, und man verpflichtete Juan-Manuel Fangio, Consalvo Sanesi und Karl Kling, der im Jahr zuvor für Mercedes die Carrera Panamericana gewonnen hatte, für die Mille Miglia 1953. Doch das Fahrzeug, das dieses starke Team fuhr, war eigentlich kein Disco Volante mehr, es gab noch optische Anleihen vorne, auch die Touring-Superleggera-Konstruktion blieb, aber der Wagen, 6C30 genannt, war eine Neukonstruktion. Ein C52 immerhin war noch am Start, pilotiert von Goffredo Zehender, als Co-Pilot sass der dritte Aga Khan im «echten» Disco Volante.

Anfangs dominierte Sanesi, in Rom war dann Karl Kling vorne, doch es war ja schliesslich Tradition bei der Mille Miglia, dass, wer bei Halbzeit in Rom führt, das Ziel in Brescia nicht als Erster erreicht. Auf dem Weg nach Florenz übernahm dann Fangio die Führung, hatte auf fast zwei Minuten Vorsprung, doch dann kam doch noch Ferrari, Gianni Marzotto, der schon 1950 gewonnen hatte, war mit seinem 340 MM Vignale in der Po-Ebene deutlich schneller als Fangio und gewann schliesslich mit fast drei Minuten Vorsprung. Fangio, heisst es, habe einen Schaden in der Lenkung gehabt, er haben deswegen die Kurven nicht mit voller Geschwindigkeit nehmen können. Eigenartig ist nur, dass es in der Po-Ebene fast keine Kurven mehr hat, Fangio aber in den Bergen zwischen Rom und Florenz mit Abstand der schnellste war.

Das Alfa-Museum besitzt einen der echten, offenen Disco Volante sowie ein Coupé von 1953. Der C52 kam übrigens erst nachträglich zu seinem Namen, wahrscheinlich sogar in den USA («Flying Saucer»), wo in den Fünfzigerjahren eine grosse Ufo-Hysterie herrschte. Die ursprüngliche Bezeichnung, C52, wurde zwar dem Jahrgang der Konstruktion, aber nicht ihrer Schönheit gerecht.

Sonntag, 8. Mai 2016

Greedy, Greedy!! - Take Too Much, Learn Your Lesson

As you might know, there are days one can barely keep back and curb appetite, as one has become so firmly hungry. Go to a restaurant with an all-in buffet, and you will see for yourself, how much you put on your plate if that is the case vs. a normal day.
Similar to that some people want to fill their glass, cup, bowl with too much water, tea or wine etc. There is a physical limit to how much you can put in it, specially if you have to walk with the cup, avoiding to spill. A little more is still possible if you fill it in at the table you are sitting or the cocktail you're served at the bar. However, there is, particularly with wine, also an etiquette to be considered, Also you want to swirl and snif the wine without splashing it all over the place, which can happen easily if the glass is too full. Wine culture is a science and there are so many glass types as there are wines. But as a rule of thumb one can fill it one third, Beer culture has more to do with fill up to the top... 

Back to our Greedy Tea Cups. Take a look at this funny Chinese Celadon Dragon cup. 




This teacup will not allow you to fill it up to the cup edge. As soon as the dragon starts to drink tea, you will be surprised to see all of your tea vanish through his mouth - LOL! That's why they say "Greedy Cup. Take too much, learn your lesson".

Tradition says Pythagoras, during water supply works in Samos, around 530 BC, moderated the workers’ wine drinking by inventing the “fair cup”. When the wine surpasses the line, the cup totally empties, so the greedy one is punished.


Pythagorean cup or Pythagoras cup or Greedy Cup – Tantalus cup is a form of drinking cup which forces its user to imbibe only in moderation. Credited to Pythagoras of Samos, it allows the user to fill the cup with wine up to a certain level. If the user fills the cup only up to that level he may enjoy his drink in peace. If he exhibits gluttony, however, the cup spills its contents out the bottom (the intention being: onto the lap of the immodest drinker).

Form and function: A Pythagorean cup looks like a normal drinking cup, except that the bowl has a central column in it – giving it a shape like a Bundt pan in the center of the cup. The central column of the bowl is positioned directly over the stem of the cup and over the hole at the bottom of the stem. A small, open pipe runs from this hole almost to the top of the central column, where there is an open chamber. The chamber is connected by a second pipe to the bottom of the central column, where a hole in the column exposes the pipe to (the contents of) the bowl of the cup.
When the cup is filled, liquid rises through the second pipe up to the chamber at the top of the central column, following Pascal’s principle of communicating vessels. As long as the level of the liquid does not rise beyond the level of the chamber, the cup functions as normal. If the level rises further however, the liquid spills through the chamber into the first pipe and out the bottom.

Hydrostatic pressure then creates a siphon through the central column causing the entire contents of the cup to be emptied through the hole at the bottom of the stem. What fun! The unlucky drinker has created a siphon in their glass, the same process by which one can use a hose to drain a fuel tank. The weight of the water falling through the lower portion of the tube at the base of the glass reduces the pressure at the upper portion of the tube, allowing water to be “pushed” into the tube by the weight of the water remaining in the glass.

You can buy your own Greek Pythagorean Cup right here:  http://pythagoreancup.com/






Pythagorean cup, also known as the Pythagorean Glass, Fair Cup and Pythagoras Cup. The Pythagorean cup is a form of drinking cup, which is a deep sense of control measures of a drink. Creating a bowl ranked among the discoveries of Pythagoras of Samos. The uniqueness of the bowl of Pythagoras in a fairly simple principle that works as a mechanism of the valve, filling the cup up to a certain level, you can drink its contents as a regular cup but that’s as soon as we overfill the liquid over the mark level of the cup all of its contents follows through a hole located at bottom of the bowl..


ACME Klein Bottle does a See Through Version, the "Tantalus Wine Glass"... cool. 

Cup of Tantalus (Wine Glass of Tantalus)  by Acme Klein Bottle

How does a siphon work? — C

siphonsThere's an old expression, "water seeks its level." The physics behind water's tendency to flow until all of it is at the same level is related to potential energy— energy stored in forces such as those of gravity. The higher water is, the more gravitational potential energy it has. Water, like everything else, accelerates in whatever direction reduces its total potential energy as quickly as possible. In the case of water that's not level in an open container, the higher water accelerates toward the lower water so that the higher water reduces its potential energy as quickly as possible. Open water always accelerates so as to level itself.
It's easy to understand how water seeks its level when you pour water from a higher open container to lower one. But when you connect those two containers with a pipe, the level-seeking process becomes much more mysterious. As long as the water goes only downhill through the pipe, the mystery seems minimal, but sometimes the pipe starts upward before it bends downward. This siphon shape is very puzzling. What allows the water to go upward as part of its level-seeking process?
The answer lies in the fact that water has more than one type of potential energy. In addition to gravitational potential energy, water has potential energy associated with its pressure. High-pressure water has more potential energy than low-pressure water, which explains why water tends to accelerate from high pressure toward low pressure—from high potential energy to low potential energy—even in the absence of gravity. Moreover, the pressure of water in a sealed pipe decreases with altitude, so the higher you look in that pipe, the less pressure potential energy you'll find. Because of this pressure effect, the total potential energy (gravitational plus pressure) of water in a closed pipe doesn't change, even as that water rises a short distance upward inside the pipe! Sure, the gravitational potential energy of the water is increasing as the water rises, but its pressure potential energy is decreasing by an equal amount.
In a siphon, where the pipe goes first upward from the higher container and then downward to the lower container, the weight of water in descending portion of the pipe actually decreases the pressure inside the rising portion of the pipe. As a result of this extra pressure drop, water in the high container can reduce its total potential energy by accelerating toward and then through the pipe. Water begins flowing through the pipe, even though it has to go upward for a short time during that passage. Surprisingly enough, its total potential energy is decreasing the whole time, even as it rises, because the pressure potential energy drops quickly enough in the pipe to more than make up for the rise in gravitational potential energy. This continuous drop in total potential energy helps to keep the water flowing smoothly, despite some of the slowing effects of friction in the pipe. As always, water seeks its level and the higher container empties into the lower container.
This siphon effect relies on atmospheric pressure to allow the pressure and pressure potential energy to drop as the water travels upward inside the sealed pipe. But eventually the pressure of the rising water reaches zero and no further reductions in pressure and pressure potential energy are possible. That failure of the siphon effect occurs when the water is about 30 feet (10 meters) above the higher container. You can't use a siphon to lift water higher than 30 feet because above that height, an empty region will develop at the top of the pipe and stop the siphon process.

Answered by Louis A. Bloomfield of the University of Virginia


I found another version of a Chinese cup, unfortunately the photo is very low res., below a (c) pic with two baby dragons and mamasan teapot.




here together with a Yue



Yao, upscale gift antique porcelain pot Shaanxi Parure back faucet features gifts ornaments Cup



there are not so many images around... the Dragons are kinda cute, must buy a few on eBay.







A Pythagorean cup sold in Crete there called "o kounenos tsi dikaiosynis" (the cup of justice)