Hope I'm not overstepping but since I know you're still relatively new to tumblr I just wanted to let you know that it looks like you're uploading your pieces as text posts with inline images as opposed to photo posts. This affects how it's displayed on some blog themes (especially if there's a reblog chain) and blog archives, and if people search for your work and filter it based on photo posts then they won't see it! Also it means your work can't be featured on the tumblr radar which is how more folks will be able to see it! Not sure how many folks do this nowadays but "back in my day" it was common to look through blog archives for a quick overview of things, especially on artists' or aesthetic blogs, and you can't see the artwork if it's uploaded in a text post format.
Also lots of folks seem to be allergic to long blocks of text which is a real shame cause it's super interesting to read your thoughts on your pieces, but if someone sees the top of a post is text and not art then they may skip over it and miss out on your wonderful pieces. It also may get hidden under a "read more" link on the dashboard, unfortunately.
I really adore your artwork and hope many more people get to see how beautiful it is.
Thank you so much for taking the time to explain this—I really appreciate it! I actually used to write long posts about my inspiration and the story behind each painting. Unfortunately, almost nobody seemed to read them. Instead, I mostly received random messages from people who just wanted to chat or sent inappropriate messages, often without even knowing anything about my art.
That’s why I switched to simple titles and let the paintings speak for themselves. Maybe one day I’ll start writing longer stories again, but for now this approach feels better for me.Thanks again for the helpful advice. I didn’t know about the difference between text posts and photo posts on Tumblr! 😊
Rolls-Royce Silver Wraith Drophead Coupe by Park Ward '1952
Rolls-Royce Silver Wraith Drophead Coupe by Park Ward
Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce is a company with an impeccable reputation that has been producing the most reliable, prestigious and expensive cars in the world for over 100 years. Its name and its inalienable attribute - the "Spirit of Ecstasy" talisman on the hood - has long been a symbol of luxury, wealth and elitism, and is recognized as a national treasure of Great Britain. The essence of Rolls-Royce was formed on the recalculation of British conservatism, design perfectionism, the highest quality standards, the aristocratic spirit of old England and royal tastes. Here you can cite the famous advertising phrase: "Owning a Rolls-Royce is not just a luxury, it is a privilege."
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
The post-war situation in the luxury car market forced Rolls-Royce to abandon the expensive Phantom and focus on the 6-cylinder Rolls-Royce Wraith, renamed the Silver Wraith.
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
This did not mean a departure from the pre-war quality standards, although the company could no longer be proud of the independent manufacture of all chassis units. However, with regard to the Silver Wraith, there was still the practice of building the bodywork by independent ateliers: H.J. Mulliner, Park Ward, Hooper, Freestone & Webb or European firms.
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
The pre-war design of the car with free-standing headlights, pronounced fenders and a tall radiator grill was pretty outdated by the end of its production, but the bodybuilders hid it with sleek lines and streamlined shapes. Until the mid-50s. The Silver Wraith was still Britain's most prestigious car, with total sales of 1,883 including 639 long wheelbase limousines.
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
Early Rolls-Royce Silver Wraiths were powered by the pre-war 4257 cc inline 6-cylinder engine, but in 1951 it was increased to 4566 cc and in 1954 to 4887 cc. At the same time, the design did not change: an aluminum block head, a cast iron block and one lower camshaft that controlled the upper inlet and side exhaust valves.
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
Power, according to estimates, varied in the range of 126-155 hp, but these figures are traditionally not indicated anywhere. The Silver Wraith had coil-spring independent front suspension and leaf-spring drive rear axle. The braking system was mixed: hydraulic drum brakes at the front and mechanical servo at the rear.
Under the hood Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
The chassis was originally offered only in the standard version with a wheelbase of 127 "(3226 mm), but in 1951 a long-wheelbase version of 133" (3378 mm) appeared.
Interior Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce
The length of the wheelbase was the main difference between the Silver Wraith and the Rolls-Royce Silver Dawn and Bentley Mark VI models; accordingly, the bodies for the Silver Wraith were designed for customers who had a personal chauffeur. Since 1952, the car was available not only with a 4-speed manual transmission, but also with automatic production from General Motors.
Design Rolls-Royce Silver Wraith Drophead Coupe
Rolls-Royce Silver Wraith Drophead Coupe
Specifications
Rolls-Royce Silver Wraith Park Ward Drophead Coupe modification
Years of issue 1952-1957
Country UK
Rolls-Royce Ltd
Full-size category (F)
Park Ward design
Body type Quadruple convertible
I will introduce you to the Cars of the World of different years of release.
Rolls-Royce Silver Wraith Drophead Coupe by Park Ward '1952
We've been discussing on rallies too much these few times on the page thus today, we're switching it up abit and we'll talk about the car that spawned a class of its own and also the car that shaped Ford itself, the Ford Mustangs.
Pics from left to right, top to bottom in zigzag pattern: 1964 & 1/2 Mustang, original '67 Steve Mcqueen used Mustang Fastback for the movie "Bullit" being displayed at a museum, '68 GT350, '69 Boss 302, '85 SVO "Foxbody", '90 SVT Cobra "Foxbody", '02 "New Edge" "Terminator" Cobra SVT, '07 Mustang GT, '15 Mustang GT, '23 Dark Horse
During the height of the muscle car prowess of the early 60s, woman rights were also becoming ever more relaxing and thus to capitalize on the market, Ford in 1961 had decided to build a car where a female driver can also have fun with a smaller sports car rather than driving a big barge and praying it performs to be sporty. By 1962, the rolling prototype with an engine was made and it was named the "Mustang I". There was various differences on how the name came about as some had said that it was named that as a homage to the legendary WWII USAAF P-51 Mustang or it was named after the Mustang horse. Regardless, the prototype was a success and the car would be slated to be produced in 1985.
Ford would produce the vehicle in 1964 as the 1st gen and it would comprise alot of parts from the already existing Falcons and Fairlanes. However, due to some.. Oddities, Ford would name the car as the "64 & 1/2" model. Regardless, the car was initially just issued with to be sold with an inline-6 engine but would soon stuff the V8 engine into the chassis. With the 289ci 4.7L V8, the top-of-the-line Mustang GT could do 210hp and it drives better than the Fairlane and Falcons due to its shorter length and way lighter weight. To sweeten the pot for buyers, in 1965 and with the collab between Ford and Shelby, Shelby would be the 1st outside dealers and companies to gain access to the Mustang and modified it and sell it as their own modified vehicle thru Ford dealers and it became the GT350. Shelby would take the base 289ci engine and fettle with it to produce approx 280hp. Car would be a massive success as it sold just about 1 million models in just a span of 3 years.
In 1966, Ford decided to improve the design of the car and instead of making two different coupe styles, they'll make only one coupe style and the "Fastback" model became the standard following on. By making the restyle wider, it could fit bigger engines now also which also improve stability even more. Ford would initially roll out the model with the 289ci still but Ford would also push the newer 302ci 4.9L V8 model engine in 1968 for the middle models. With the 289ci, it made approx 210hp and with the 302ci, it made approx 230hp. However, Shelby once again was not done with it so he started to modify it again and this time, under Shelby's fettling has 3 models starting with the GT350 line, the GT500 line and the "GT350 Hertz" edition. The GT350 originally had the modified 289ci and under Shelby's hands, it made 305hp. To sell the point that Ford made a great car for racing, they oddly tried to sell it to Hertz Rental and worked out a deal to sell some Shelby-made GT350s as fleet car to Hertz for people to rent and "have fun with". Hertz indeed ordered over a 1,000 GT350s and it became a special vehicle where customers would indeed rent the car and use it for SCCA events or even in grassroot drag racing events. Carroll Shelby however, wasn't done and he still wanted to have his fun so by 1967, he decided to toss in the 427ci 7L "big block Ford" V8 into the Mustang chassis and it became a ripper and calling it the GT500. Shelby sold about 2500 just for the '67 GT500 alone. He still wasn't done yet and the following year, he yet again upgraded the Mustang and it has the 428 "Cobra Jet" engine in it and despite Ford reporting it to be only about 355hp, people have reported the '68 GT500KR to be at 420hp at least.
1969 would follow the same design cues of the '67 model but now, Ford had inkling to break off with Shelby thus trying to go their own way, they decided to launch 3 different models for their sports models being the Mach 1, Boss 302 and Boss 429. With the Mach 1 being the base of the model's sports lineup, it came with the 351ci 5.7L V8 making 290hp and it was rapid of itself. Chevrolet would build the Camaro to fight with the Mustang in the pony car segment and Chevy with their better small block V8, it performed way better on the tracks and thus, to test out better engines, the "BOSS" variants were made to homologate these engines for racing, especially the SCCA Trans-Am series. Thus, with the 302, Ford used a modified 289ci "HiPo" engine, bore it out to 4.9L and with better heads, made it produce 295hp and reved higher than before. To beat Chevy's big block and also Dodge's 440 Magnum, Ford would once again improve their 427ci big block into a 429ci variant for NASCAR racing and yet again, they stuffed that into the Mustang and turned it to the Boss 429. With the 429ci V8, the Boss 429 made approx 370hp and it was the fastest of the entire line. Shelby would also make a few GT350s with the 1969 model but it wouldn't last long as it was made only for a year as Shelby and Ford had a fallout in 1970 and broke ties. The '69 model was made from 1969-1973 and approx another 2 million or so was made in total and sold.
(Can't place anymore pics due to the cap rate. Sorry)
In the mid-1970s, there's a problem worldwide. The oil crisis of 1973 was felt by all nations due to the Middle East fuel producing league, OPEC's plays. OPEC placed an embargo on all nations that supported Israel due to the outbreak of the Yom Kippur War and America was hit the worst due to all of their cars having massive V8s. Ford was also trying to push the Mustang to be smaller as by 1971, the Mustang was getting bigger and fatter thus ruining handling despite the increase in horsepower and luxury and with that, sales starting to drop drastically and for the 2nd gen, Lee Ioccoca, the new Ford boss of 1970 decided to downscale the chassis and use the Ford Pinto and Maverick chassis as a stepup. With the fuel crisis hitting in 1973, Ford had to downscale all their engines also and with that, Ford called it the Mustang II. This time to beat the fuel crisis, the inline-6 didn't become the base engine anymore but instead, the Pinto's 2.3L inline-4 engine became the base engine for the base model. Ford would offer the V8 option also but the 302ci V8 was the only option but this time, the V8 was seriously throttled to just 145hp. Despite journalists and reviewers raving about the car, people in the later years would hate on it massively due to the woeful performance and the incoming foreign imports were better than the Mustang II in performance. Despite all that, Ford sold over 1 million of the Mustang II that was made from 1974-1978.
In 1977, the Mustang II was losing out sales to the foreign imports like the Datsun Fairlady Z and to claw back sales, Ford decided to claw back sales by dumping the fugly design of the Mustang II and instead redesign everything to be as contemporary as they can that followed foreign import styles and would use the base of the Ford Fairmont. Soon by 1978, the design was done and was to start production in 1979 as the 3rd gen Mustang now being nicknamed "Foxbody". The initial Foxbody came with multiple engine options too such as the 2.3L inline-4, couple of V6s and a new 255ci 4.2L V8 as the fuel crisis still hasn't recovered much yet. Even with the V8 at this point, the 255ci only made approx 150hp at max which isn't good but with the better chassis now, the car was still a hit and immediately, it made a name for itself. 1983 saw the improved Foxbody and finally, the 302ci V8 came back into the lineup and the power was rated at 175hp. Ford, wanting a full performance model after the fuel crisis now and also with Shelby gone for almost a decade, they had to set up their own race development branch and they decided to call it the "Special Vehicle Operations", SVO for short and the Foxbody Mustang would be the first target. Instead of using the 302ci V8, SVO would take the 2.3L inline-4, turbocharge it and stuff it into the car which makes 205hp and the car model would be called the "Mustang SVO". The SVO would be made from 1984-1986. Despite the strong start and selling over 100,000 models per year, Ford had calculated that it wasn't enough and had planned to replace it with the new Mazda-derived Ford Probe and kill the Mustang but the Probe was soo shit that people clamoured for more Mustang. Ford would continue to produce the Foxbody and with the 90s coming in, it would see its 3rd facelift for the 1987 model. The 302ci V8 engine would be back in the lineup as the only V8 option and now, its labelled as a "5.0" despite being only 4.9L but regardless of the scam, power figures were back to pre-fuel crisis level at 205hp. To continue the previous legacy of the SVO, the SVO team, now renamed to the "Special Vehicles Team", SVT, would once again tinker on the facelifted Foxbody but this time using the 302ci V8 as their base engine to work with and from the unit, they managed to squeeze out 30 more hp to a total figure of 235hp and from there, they named it as the "SVT Cobra". The SVT Cobra also came with uprated suspension, sway bars that made it extremely potent on the race tracks and the streets. In total, 4993 SVT Cobras would be made by SVT and the 3rd facelift Foxbody would be made from 1987-1993. In total, 2.5million Foxbody Mustangs were made.
With the 90s now in full swing, Ford also decided to upgrade and redesign their Mustang and from the Foxbody base, they wrapped the underpinnings with a modern bodyshell instead of the 80s angular design and called it the SN95. Car started production in 1993 with the 3.8L V6 as the base model which produced 145hp. The subsequent GT model would have the 302ci V8 which produced 215hp. 1996 would see a shift in engine as Ford pushed out the modular SOHC V8 starting with the 4.6L. It made 215hp at the start of its introduction and in 1998, it saw an increase of hp to 225hp. SVT could also fettle with the car and with the 1994-1996 model, it used the 302ci V8 and SVT pushed the engine to 240hp and retained the Cobra name. For the 1996-1998 model, SVT took the base 4.6L V8 and installed another cam on it and in return bumped the power up to 305hp. For 1999, Ford updated the SN95 to a sleeker look and Ford would recode it to the SN99 and nickname it the "New Edge" following their design concept name. Both the V6 and SOHC V8 would see power increases at 190 and 260hp respectively. The '99 SVT Cobra also saw a power upgrade with their DOHC V8 now producing 320hp as claimed but there was a problem... When customers bought the '99 SVT Cobra, they felt the car to be slightly off from the figures Ford gave and upon their own private testing, they found that the SVT Cobra only made 285hp, a stark contrast of what was claimed by Ford thus after many people complaining about the same issue, Ford halted sales of the '99 SVT Cobra for abit and fixed the issue for it to be resold in 2001 again. By 2003, Ford had decided to release a new design for the Mustang and to send off the SN99, SVT sent the SN99 off with a bang and this time, they changed the base block of the DOHC modular V8 from an aluminium block to iron block and slap a supercharger on it which now made 390hp and to intimidate Chevy and GM in particular, SVT would also nickname it the "Terminator". 2004 would see the final kill off for the SN99 platform with the Cobra R where the styling was ever for aggressive and have a wing as stock option but power output stays the same with the base Cobra. In total, Ford made 1.56 million 4th gen Mustangs from 1994-2003.
Ford made the 5th gen Mustang starting from 2005 and Ford codenamed it the S197. To complement the car, Ford would change its engine lineups also with the base V6 changing to a newer 4L version that produces 220hp and for the GT version, the modular SOHC V8 would be retained but now pushing 300hp. With Shelby now working with Ford again in 2005, Shelby started to modify the Mustang again but this time, there isn't a GT350 version but straight up started with the GT500. Production of the GT500 started in 2007 and it used the same engine from the SVT Cobra but this time, Shelby managed to maximize its power and pushed the engine to 500hp. Not only was this generation the start of the massive power coming from the Mustangs, its also one of the few models in America that kicked off the "new retro" look which would soon kick off the other companies to follow the same movement like the 5th gen Chevrolet Camaro and the Dodge Challenger. Ford would remodel the S197 into the II variant with a newer look in 2010 and for the 1st year of the facelift, the 4L V6 was still being used but by 2011, Ford swapped it to the Duratec 3.7L V6 which made 305hp. The GT stayed the same as the 4.6L "Termi" V8 was used but power was yet again increased to 315hp. Same as the base model, the GT model also saw a new engine change and this time, its a whole new V8 based on the Ford Modular V8 platform, this time with a 5L DOHC V8 nicknamed as the "Coyote" and with that unit, it would produce 415hp. Ford would also roll out a refreshed Boss 302 with the S197-II as its base and as a limited model. With the same Coyote V8 used, Ford bumped the power up to 444hp. Shelby would also take a few of the S197 and turn it into the Shelby GT500 with a 5.4L V8 coupled to a supercharger making 540hp. In 2013, Shelby once again upped the ante and swapped the engine again and this time using a 5.8L "Trinity" V8 with a supercharger still and this time making over 650hp, the fastest production muscle car of that time. In total, the S197 sold over 1.1 million units total with a production run from 2005-2014.
By 2015, Ford would roll out the 6th gen Mustang with the codename S550 and this time, it has a sleeker design and also, new chassis comes new ideas. For the basic model, Ford would this time introduce their new 2.3L Ecoboost inline-4 turbo engine for the Mustang which makes 310hp, a middle pack V6 model still using the Cyclone unit which made 300hp and the GT which used the Coyote V8 unit making 435hp. However, the V6 would be discontinued in 2018 during the facelift year and the Ecoboost became the only base model left. The GT would also see a power increase from the 2018 facelift model at 460hp. Shelby once again turned heads with the Mustang that now instead of making the Shelby GT product line as a pure upgrade of the Mustang GT, Shelby decided to make the Mustang into a track machine and did that they did. Shelby, instead of using a typical rocker arm V8, bought a V8 from a Ferrari California to test it and figure out how powerful it was. Upon liking the flat-plane crank V8, they decided to ask Ford for assistance to build such engine and Ford took the challenge and by 2014 made a 5.2L flat-plane crank V8 nicknamed as the "Voodoo" engine which essentially was a redesigned Coyote 5L V8 which produced 525hp. Shelby would then stuff the Voodoo V8 into the chassis and made it into the GT350 with heavily tuned suspension and racing brakes in 2015. Whilst the GT350 kept all the luxuries, Shelby would soon release a GT350R variant which was more track-prepped the very same year. In 2019, Shelby once again decided that 525hp wasn't enough so they slapped a supercharger to the Voodoo V8 which now makes 760hp and then yet again slapped it into the GT350 chassis and called it the GT500. Ford would produce the gen 6 from 2015-2023 and sold over 820,000 models in total which includes worldwide sales, being the 1st Mustang to see RWD support straight from the factory.
2023 would see Ford rolling out the current and 7th gen Mustang, the S650. With the new model, the engines also saw power bumps with the Ecoboost seeing power increase to 315hp and the Coyote V8 increased to 480hp. Ford would also release a new version, the Dark Horse which is basically an upgraded Mustang GT and with that comes with yet again a power bump to this time, 500hp. Ford would also use this chassis for racing and it performed well in GT3 form which gave Ford an idea. To celebrate their success, Ford took the 5.2L "Predator" V8 (the engine used in the previous GT500) and stuffed it into the Dark Horse chassis, upped the power to 820hp, stuck big and strong aeropacks on the car and calls it the GTD and sell it to the public as a GT3 race car for the streets. Ford would also cheekily take the GTD to the Nurburgring and run the circuit to beat out a time of 6:57 thus being the only American company to ever break the 7min mark.
Ford not only made bank with the Mustang, it also changed and revolutionized American motoring and also created a new class for others to catch up.
hello! First of all, thank you so much for all the skins that you make and share with us! I've been following you for a long time and it's been wonderful to see all the different designs you've come up with and made! c: I have a few of yours saved to my account to swap between as the mood strikes, and I'm so excited to add the medieval and large text (it's a blessing) ones to my little collection.
I hope it's alright that I had a couple questions, I tried to look through your github and took a peak through your blog to see if it had been asked before, but didn't have much luck so I hope these aren't too annoying to ask ^^;;
do you know a way to put the user icon back at the top of the page (next to the 'Hi, username!' bit)?
and the other question is, how do you make the little colored boxes around tags? I really love using your pink frog skin, and I was hoping to figure out how to let it have those as well as they make the tags so much easier for me to read
thank you again, for reading my ask and running this blog as a whole! the advice that you give out and the skins you share with us are are just, wonderful and so appreciated, you're honestly one of my favorite blogs ever, if not The favorite <3
Thank you so much for your lovely, kind words!! 🥰
I have a tendency to remove the user icon and the search box from skins because they really crowd the header on mobile and since I never use them anyway, I just throw them right out. Oops? 🤣 Anyway, you can get your user icon back by deleting this:
#greeting img.icon {
display: none;
}
For the boxes around the tags, I cribbed the code from something @ao3skin posted a while back (I can't remember if it was their Tide skin or the Dyslexic-Friendly one)
There's a few steps to it, so I'll walk you through (under the cut because it gets long)
Step 1 is to space the tags a little further apart from each other. This gives space for the border around the tags (that box). This code also adds a little space on the side of the box around the tags so the text isn't right up against the box.
Step 2 is remove the commas from in between the tags. We've got boxes now. We don't need commas.
.commas li:after {
content: "";
}
Step 3 is adding the borders and the background colours. Here's what that looks like for the Archive Warnings, with the background and border set to the same red colour and the text colour set to an off-white. You can use any colours you want by using a hex colour picker tool. There are a bunch of them that you can find by googling.
AO3 defaults to having the Warnings bolded, so if you want to remove the bold you'll want to add one more piece to this code before the } font-weight: normal;
The reason why I added !important after the colour is because elsewhere in this particular site skin, I set the default colour for links. To remove that default setting and put the colour I want, I need to override it with the !important command.
If you also want to change the colour of the tag when you hover over it with your mouse, do the same thing but with this
As you can see, I just switched the colours of the background and the text. I left the border as it already was (although in some skins, I switch that too).
You can then do the same thing for all of the other tag types, either using the same colours or different ones as you see fit. These are the names of those tags in the code
.relationships .tag
.characters .tag
.freeforms .tag
(freeforms are the same as additionals)
You can also change the other tags like fandoms etc. and you can change the ones on the homepage listed under Favourites too, but these are the ones I tend to focus on. Send in another ask if you want the rest. And good luck!!
Universal Scroll Button(Autochange Direction) For Any Host
Hey, do you have a site with a lot of forums? Does your host allow you to use Javascript? Boy does this weirdo have a deal for you! For the low low price of free, you can get right now access to a scroll button that swaps directions when you scroll automatically, as well as changing the target & title on hover! Act fast, this deal won't last!
I kid, but enough of the ShamWowery. In reality, this is a very simple script that reads how far you have scrolled a window, & applies or removes a class to your scroll button, as well as changing the target of said scroll button & adjusting the title to reflect which way it will take you!
It's so simple, crediting me seems superfluous but if you want, feel free to credit with a link to my blog <3 I hope the new verse of our song is eminently kind to everyone!
See it In Action(Click, or look Below):
I currently use this code on two different WIPS, so feel free to check out some gifs;
To Begin
Before the end of your </body> tag in your wrappers(for Jcink) or wherever the HTML templates go on other sites, you want to place this script:
This seeks out an id of Scroll to adjust the href & title as needed depending on the scroll position within the relevant window. The scroll amount is in px, so to change how quickly it changes the button, alter the number 800 to whatever you desire, fiddle with it; one size never fits all.
The Styling
Once you've saved that, move to your CSS, or wherever your Style tag is to add styling for the link itself. Keep in mind the link should be contained within a container that handles its positioning for it as otherwise the script will fuck with the positioning as well as the transformation & you really just want it to spin upwards.
The styling for the link should be as follows;
#scroll {
display: inline-block;
positioning: relative;
transform: rotate(0deg);
transition: transform .5s ease-in-out;
/*** ^ change the .5s to alter duration or the ease-in-out to alter the timing of the transition between button states ***/
}
#scroll.totop {
transform: rotate(180deg);
}
The first statement defines the default state (linking to the bottom) of the scroll button on the load of the page, the second defines the change of position once the window has been scrolled far enough to activate one's script.
The HTML
Now you've got the behaviour defined via JS & the styling defined via CSS, it's time to input the HTML, or the bone structure of the code itself. In your wrappers, template, or wherever HTML goes on your host, locate three places;
One, where you want the TOP scroll location to be. This is where the scroll button will take you once it has changed states on scrolling a certain distance. Here, you place an anchor span as follows;
<span id="Top"></span>
Two, Where you desire for the BOTTOM or BODY scroll location to be, as in where the scroll button will take you on click initially. This could also be a scroll to the start of content, in which case I recommend changing #Bottom & id="Bottom" respectively to reflect the syntax, it's entirely up to you. Here, you place an anchor span as follows;
<span id="Bottom"></span>
Finally, It's time to add the scroll button. Keep in mind, where you put it is a function of utility & design choice. Some like it persistently hovering in a fixed position, some like it in a sidebar or on userlinks, some prefer it in the navigation bar.
Wherever you place it, try to ensure that it's easily accessible on any device, screen size, & matches the User Interface logic you've used everywhere else. If you have all text buttons, don't use just an icon, if you have all icons, don't suddenly use just text. Match your action calls, so users don't feel confused while using your site.
Once you've decided where you want it, place the following code, NOTING that there should be a container for this code that positions it for you. I've provided two options; the Icon Font option (courtesy of Phosphoricons -- a free & reliable Icon Font I recommend -- As well as one which includes text, so both UI/UX design philosophies are accommodated.
Note the option with text will only rotate the caret from downwards to upwards, so the scroll text shouldn't need editing unless you want to add or supplement flavourtext.
Please choose the appropriate option for yourself;
If your browser isn't scrolling smoothly to your anchors? Check your settings, & be sure the root of your CSS has scroll-behaviour: smooth; in it.
If you use this guide & have problems getting it to work, please let me know! I will troubleshoot this for you & tumblr has strange coding, I may have futzed something up, I want this to be as accessible as possible, so don't be silent; questions help!
If you are not using Jcink, or another host with a Jquery library pre-loaded, be aware that one is needed for this script to work. Most hosts will have a default Jquery library, but if yours doesn't or you're self hosting, any should do. The Jcink file is below, however, if you want to just use that.
I have an (untestable) function that does about 3½ things. The one thing is database access (this is why it is untestable) so obviously we pull that out into its own outer scope.
But the remaining 2½ things are really hard to extract.
It’s 1 thing, and 1 thing, and a kind of bridge between those two things. There’s no good place to put the bridge - either I make functions two functions in which case the it becomes kind of hard to explain what the first function actually does “X and also set up for Y” - or I leave it as one big block that does Too Much - or I make 2 semi-decent functions but the bridge in between poisons everything because the return values of the first function seem really unnatural and the input parameters to the second function are jank.
Or.
Or I just drop a bunch of performance on the ground, make three functions by expanding the tiny bit into a real thing and I just do X, Y and Z where Y is twice as much work as it ought to be (the same linear traversal done twice, first for X, then for Z)
“But ‘Linear traversal’ and ‘linear traversal twice’ are both O(n)?”
thanks i no -_-)
I guess I could also just leave it as one big function that does 2½ things inline but then I start having a hard time naming things in the function because there are too many things that are, conceptually, the same, but actually different data structures that describe the same thing.
I’m gonna go watch youtube for an hour, then get back to this and see if a fresh approach makes it better
If you own a dog, you have probably found yourself wondering “How much exercise does a dog need every day?” Depending on your schedule, that question might sometimes sound more like “How much exercise does a dog really need every day?”
As with people, the answer varies from dog to dog and is dependent on age, health, and breed. There are a few standard guidelines you can follow, however, to make sure that your dog is getting all the exercise she needs.
How Much Daily Exercise Does a Puppy Need?
You might have noticed that your puppy gets a case of the “zoomies” several times a day. The zoomies are easily identified, and symptoms include madly racing around the house, followed by collapsing into a puppy pile, preferably in your lap.
Puppies generally have more energy than adult dogs and so require more exercise in short bursts — like the zoomies. Since puppies are constantly growing, including several short walks or play sessions throughout the day is a safer choice than going for one really long walk, as this can be too hard on your puppy’s developing body. Ultimately, every puppy is different, and the more time you spend with your pup the more you will learn about how much exercise she needs to keep her happy — and you sane!
Talk to your vet or breeder about how much daily activity is appropriate for your puppy, and don’t forget that exercise is a great way to train and socialize your new dog.
How Much Exercise Does an Adult Dog Need?
Your dog’s breed heavily influences the level of physical activity he needs. High-energy breeds, such as Border Collies and Belgian Malinois, require a lot more exercise than low-energy breeds like the Bulldog or Basset Hound.
A breed’s exercise requirements are important to keep in mind when choosing a puppy. It is not a good idea to buy an active dog breed, unless you already lead an active lifestyle, and it is unrealistic to expect your toy Poodle to join you for marathon training – unless you are pushing him in a stroller.
Your dog’s health is also important. If your adult dog has a medical condition, such as hip dysplasia or heart or respiratory issues, talk with your vet about an appropriate exercise routine that will help him stay healthy without causing him discomfort.
How Much Exercise Does a Senior Dog Need?
Your senior dog might not be able to run as far as she once did, and you might have to eventually restrict her run to a walk, but proper exercise is just as important for your senior dog as it is for your puppy. Talk with your vet about exercising your senior dog, and also observe her behavior. As the owner, you know your dog best and are the best judge of how much exercise your dog can comfortably handle.
Exercise provides all dogs with mental stimulation and keeps them active, which can help prolong their lives and reduce the risk of obesity.
Tips on Dog Exercise
“How much exercise does a dog need every day?” is often the first question owners ask. The second (and one frequently asked by owners of high-energy breeds) is “How do you exercise a dog?”
Taking your dog for a walk around the block is a great start, and it might be enough for breeds with lower exercise requirements. Even couch potatoes appreciate variety every once in a while, however, and there are countless opportunities to exercise your dog in your daily life.
Hiking. Dogs love the great outdoors just as much as you do. Take your dog along on your next adventure or explore some new parks and trails in your area.
Going With You When You Cycle. While not appropriate for all dogs, many dogs go with their owners when they ride. Cycling on the road is often dangerous, but many towns have bike paths where your dog can safely accompany you.
Joining Skaters. Whether you inline skate, Rollerblade, or skateboard, your dog can accompany you. Just be sure to skate in an enclosed area at first while training your dog to this new activity, and always wear appropriate safety gear.
Swimming. Most dogs love the water, and swimming is great for dogs with joint problems, as it provides low-impact exercise. A life jacket can help your dog stay in the water longer for an optimum cardio workout.
Fetch. Fetch doesn’t have to be boring. Shake up your dog’s fetch routine by making her run uphill to retrieve a ball, or by tossing a ball into the water. Alternate between balls, Frisbees, or other prized toys to keep your dog on her toes.
Draft Work. Dogsledding isn’t just for sled dog breeds. Larger breeds often enjoy draft work, whether it involves a sled, a cart, or skijoring, and these activities are also fun for people.
Obedience. Obedience work might not seem like exercise at first glance, but practicing recall, retrieving, and reinforcing basic commands offers mental stimulation, as well as exercise. You can also teach your dog fun new tricks like weaving and twirling.
Dog Sports. With so many dog sports to choose from, you and your dog can try a variety of activities or stick with your favorites. Lure coursing, scent work, agility, obedience, flyball, dock diving, Schutzhund, and Rally are just a few of the options available.
Indoor Dog Exercises
Inclement weather can throw a wrench in your dog’s exercise routine. Hot days, cold days, and rainy days make it difficult to get outside for long periods of time, and may even pose health risks. Here are some indoor dog exercises you and your pup can do to burn off steam and stay in shape.
Stairs. Running up and down the stairs a few times when you can’t get outside is great for building muscle. Just be sure not to push your dog too hard, as this exercise is just as strenuous for dogs as it is for people. Take special care with Dachshunds, Pembroke Welsh Corgis, and other dogs with longer backs and shorter legs, because stairs may prove more challenging for these dogs.
Hide-and-Seek. Hide-and-seek gets your dog moving and provides mental stimulation. You can also work in a game of chase.
Treadmill. If you’re looking for a great dog exercise for high-energy breeds, look no further than a treadmill. With careful training, your dog may grow to love her treadmill workouts. While they are not a replacement for a walk or a run outside, treadmills build endurance and don’t rely on decent weather.
Tug. Games of tug, when played properly, build muscle and the human-animal bond. Most dogs enjoy tug, and there are a wide variety of tug toys available.
Agility. When we think of agility, we usually think of outdoor courses or large indoor agility spaces. However, you can make your own agility course with household supplies, such as broom handles, boxes, Hula-Hoops, and ottomans. Practice your agility skills at home, or consider joining a local club with an indoor agility space.
Cyan Racing, the reigning triple World Touring Car Champions, has revealed the Volvo P1800 Cyan, an interpretation of the iconic Volvo sports car from the sixties. The car is engineered by the team behind the first world title-winning Volvo race car and the Volvo C30 Polestar Concept Prototype.
”Our company was founded in 1996 to race Volvo cars in Sweden and the Volvo P1800 Cyan is closing the circle for us,” said Christian Dahl, CEO and founder of Cyan Racing.
“We claimed our first world title with Volvo in 2017 and have since then won two further world titles with two other manufacturers. The first world title was a milestone for us, and we felt it was a good time to reconnect with the past and to those before us racing Volvos. The first Volvo P1800 Cyan carries our blue and yellow racing colours to mark our heritage.”
What could have been
The original Volvo P1800 was unveiled in 1960, a year before the Jaguar E-Type, two years before the Ferrari 250 GTO and three years before the Porsche 911.
"The Jaguar, the Ferrari and the Porsche are all cars with a continuation,” said Christian Dahl.
“That left us with inspiration to create what could have been if we as a race team had been there during the sixties, racing the P1800, and got to design a road version of our race car.”
“We have done that before with three of our race cars, the Volvo C30, the Volvo S60, when we were known as Polestar, and last year the Lynk & Co 03 Cyan. The Volvo P1800 Cyan is our interpretation of what could have been.”
Looking back in the midst of a paradigm shift
In the age of autonomous driving, electrification and connectivity, Cyan Racing decided it was time to capture what has been and to make it timeless.
"Obviously we could have built an electric Volvo P1800 filled with all the latest technology, comfort and luxury. But that was not what we wanted," said Christian Dahl.
"Amid this paradigm shift we decided to slow down time and freeze a part of it in our own time capsule. To take the best from the golden sixties and combine it with our capabilities of today, keeping a pure yet refined driving experience."
Tailored to deliver genuine driving pleasure
While creating the Volvo P1800 Cyan, the team behind it decided to treat the design and engineering of the sixties with care, moving it forward in a delicate way.
"We decided to apply our expertise in engine, aero and chassis design for a car that delivers on the Cyan engineering philosophy in terms of predictability and intuitive driver control, yet keeping the light-weight, analogue driving experience of the sixties," said Mattias Evensson, Project Manager and Head of Engineering at Cyan Racing.
There are no driver aids to distort the driving experience, meaning no stability control, ABS or brake booster.
"The Volvo P1800 Cyan is about clearing away anything disturbing the direct connection between driver, tires and the road. Our objective has been to keep that undisturbed sensation whilst refining it with the best technology of today," said Mattias Evensson.
Light-weight carbon fiber and high-strength steel body
The Volvo P1800 body has been altered to accommodate a wider track, larger wheels and repositioned greenhouse, among a long list of redesigns.
“To put together an interpretation of an iconic design is a challenge. I think we succeeded in merging new technology without losing the character of the original Volvo P1800,” said Ola Granlund, Head of Design at Cyan Racing.
The Volvo P1800 Cyan started life as a 1964 Volvo P1800 that has been refined and reinforced utilizing high-strength steel and carbon fiber.
“The basis for a precise and intuitive driving experience is a solid body structure. Cars from the sixties are far from ideal when it comes to this due to weak points and steel quality that allow for flex,” said Mattias Evensson.
“We have redesigned the structure of the original shape and strengthened weak points in the chassis through triangulation, using high-strength steel and integrated the carbon fiber body with the chassis structure.
“The carbon fiber is not just a fine shell of separate panels, but rather structural components joined with high-strength adhesive to the steel. All parts of the carbon fiber are adding to the structural rigidity.”
This process is a key part to enable low weight and high responsiveness, with the car weighing just 990 kilos.
Engine and transmission design
The two-litre turbocharged four-cylinder engine is based on the same engine as used in the world title-winning Volvo S60 TC1 race car, producing 420 horsepower and 455Nm of torque, with a redline at 7700 rpm.
Although the engine is turbocharged, it is developed to deliver a linear power and torque curve with the characteristics of a normally aspirated engine. The engine character is designed to deliver a driving experience as in the sixties but with increased performance and precision.
“While evaluating engines for the Volvo P1800 Cyan, we considered a wide range of Volvo engines, including the original B18, the ‘Red Block’ B230, the 5-cylinder ‘White Block’, the short inline 6-cylinder and the 4-cylinder VEA engine that power Volvos of today,” said Mattias Evensson.
“The efficient and lightweight VEA (Volvo Engine Architecture) gave us the best base, also allowing us to transfer our experience from the different versions of the VEA that we have designed for our race and performance cars of the past decade.”
The engine made its debut in the 2011 Volvo C30 world touring race car and was a key part in claiming the 2017 world title.
“It is an engine that provides us with a strong mechanical base and a very efficient combustion system. We have adapted it to suit the Volvo P1800 Cyan with the power output increasing through the entire powerband,” said Mattias Evensson.
“The power peaks late. It is designed for high revs a lot, with the torque intuitively linear to the pedal. We have learnt from racing where the drivers want perfect control of the torque, increasing precision and driving pleasure at the same time.”
A five-speed bespoke Holinger gearbox has been selected to carry the mechanical feeling of the original Volvo P1800, but with greater gear change precision and capability of handling the increased torque.
The original Volvo P1800 live rear axle is replaced with a Cyan-designed independent rear suspension.
A key part to the engaging rear-wheel drive experience is the torque-biasing limited slip differential. The differential is mounted in a Holinger housing with unique gears in order to combine capable performance on a circuit with civilized behavior for road use.
A pure driver focused chassis
The fully adjustable front and rear suspension features bespoke lightweight components, including aluminium uprights, double wishbones and two-way adjustable dampers with Cyan hydraulics.
“We are really satisfied with the level of grip and precision that we have achieved from the chassis in combination with a responsive steering,” said Thed Björk, development driver and 2017 touring car world champion for Cyan Racing.
“The car goes where you point it. You can be brutal going into a corner and still find your apex and exit within milometers.
“The settings of the car are not aimed at fast lap times but rather to deliver an enjoyable and exciting driving experience. I feel my smile widening each time that I control the drift angle of the car through a long turn.”
The carbon fiber-reinforced chassis is connected to the road with 18" forged rims with Pirelli P Zero 235/40 tires at the front and 265/35 at the rear.
The car is controlled by 4-piston calipers with 362x32mm steel discs with genuine feeling as no brake booster or ABS is there to interfere.
World Title engineering team
Cyan Racing’s engineering team originates from more than two decades of developing racing cars and over a decade of developing performance road cars.
The engineering team involved competences from Cyan’s design, aero, engine, chassis and electronics departments.
“The Volvo P1800 Cyan is the result of an advanced engineering process, involving many of the same talents who designed, built and developed our world title winning Volvo S60 TC1 Cyan,” said Christian Dahl.
The Volvo C30 Polestar Performance Prototype, the first road car of Cyan Racing, was used for benchmarking throughout the development process.
“A vital part of the project was to reconnect with our first road car,” said Mattias Evensson.
“We wanted to carry over some of the driving feeling and performance availability from that car and it has been thoroughly useful throughout the development process.”
