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[shoobysims]

dl: patreon / sfs

[halberg10gallagher-blog]

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[scotlandkilts0]

TOP TEN SECRETS ABOUT AUTHENTIC SCOTTISH KILTS

Scottish Kilts address Scotland’s excellent history and social legacy. Many individuals can perceive kilts as a portrayal of Scottish culture. Nonetheless, kilts contain a larger number of mysteries than one may anticipate. These bits of clothing draw consideration for their uniqueness, yet in addition their rich history.

Here are the main ten insider facts about legitimate Scottish kilts.

Secret #1:

Kilts Only Gained Popularity in the 1700s: Some anticipate that the celtic tribes should have worn the kilt for a millenia. Truly, the first occurred in the sixteenth century. What’s more, after almost two centuries of acquiring footing, the kilt got an update from an English Quaker named Thomas Rawlinson. A short time later, a Scottish partner wore Rawlinson’s form and the kilt’s prevalence spread all through Scotland.By the mid-1700s, the kilt addressed incredible riches and style all through the nation, as affected by the Highlanders who initially wore them.

Secret#2:

The Word “Kilt” isn’t GaelicBelieve it or not, “kilt” doesn’t come from any Gaelic language local to Scotland. All things being equal, “kilt” comes from the Old Norse word “kjilt” which generally implies creased. Norse culture experienced gigantic spread through viking attacks and settlements. The vikings set up settlements all through Scotland and the British isles. The importance creased from kjilt alludes to a piece of clothing worn around or over the body. The first extraordinary kilt went about as a full length garment which could be folded over the upper and lower parts of the body. In this way, the word kilt came from the first Norse which depicted its method of fitting.

Secret #3:

Short Kilts Came About in the Seventeenth Century While extraordinary kilts covered the entire body, a more modest and more helpful variant occurred in the seventeenth century. The little kilt, otherwise called the féileadh began in Scottish Gaelic and anglicized to filibeg, came in two pieces. One piece was worn beneath the best to the knees and the other could be worn over the shoulder and around the chest.

Secret #4:

Kilts Are just 500 Years Old Kilts in their advanced structure acquired their first notice in the sixteenth century. Presently, you might recollect Mel Gibson wearing a kilt in Braveheart, which occurred in the thirteenth century. Kilts advanced from a prior adaptation known as a plaid. The Romans report this as the design of decision for the Scots during their first gatherings with the clan almost 2,000 years ago.So while you can call kilts youthful, their archetypes happened from time immemorial.

Secret #5:

Kilts Require Fashionable and Functioning Accessories The completely kilt outfit requires a could of frill, each with its own motivation. To get the kilt and hold it back from slipping, kilt wearers need to utilize a torc, a metal ring with a pin. The kilt wearing Highlanders likewise wore long dark socks with their kilts, a practice proceeded with today. They utilized these socks to disguise a little knife called a sgian dubh. While utilized less frequently in a protective or hostile way today, the sgian dubh keeps on addressing a fundamental piece of the Scottish formal dress.Most kilts don’t have pockets. Accordingly, wearers need to utilize an adornment called a sporran, which means satchel in Gaelic. Sporrans hold a wide range of things. They go about as wallets or sacks and hold cash, food or ammo. They rest over the kilt and around the waist.

Secret #6:

The Great Kilt Ban Made Kilts PopularIn an endeavor to smash the Scottish soul and separate the Scots from their way of life, King George II gave a restriction on kilts in 1746. The boycott included anything related with Highland dress. Also, it blew up in a significant way. While the boycott initially intended to seclude his political rivals, the Scottish public took to wearing kilts to fight England’s unreasonable treatment of their country. The English canceled the boycott following 36 years in 1782. By then the kilt established itself as the design of Scotland.

Secret #7:

Kilts as Precious Heirlooms The history of the Scottish dress reaches out past the country of Scotland. Kilts set aside time, care and craftsmanship to make. They can require as long as 25 hours to make by hand, implying that every kilt requires a great deal of consideration. Scottish families pass down these handmade practices through the ages. These kilts carry with them stories from extraordinary minutes for the family. The segments of the kilt including example and shading hold significance for every family who wears one. Scots keep these kilts with satisfaction, and use them to pass on their familial legacy.

Secret #8:

Kilts as a National Symbol After the annulment of the kilt boycott, the Dress Act set up the kilt as a public image of Scottish autonomy. Factions took up their own kilts with an extraordinary plaid design, addressing a particular district or family.

Secret #9:

Kilts Did Not Always Feature Tartans Kilts are known for their plaid plans, regularly called plaid outside of Scotland. Nonetheless, the first kilts highlighted strong tones from fleece. Kilt creators then, at that point began passing on their strings with plants and berries, contingent upon accessibility. Local fauna made tones addressing a wearer’s beginnings. The demonstration of biting the dust the strings transformed into the plaid designs we perceive today.

Secret #10:

What’s Beneath the Kilt? The question at the forefront of everybody’s thoughts: what does a Scotsman wear underneath his kilt? As per a new overview, 55% of kilt wearers wear dull clothing under their kilt. The following biggest gathering wears literally nothing by any stretch of the imagination, with 35% detailing this. At long last, a thin minority at 7% of kilt wearers showed that they wear shorts or leggings underneath their kilts. The study likewise tracked down that an astounding 91 percent of Scottish ladies discovered kilts alluring on Scotsmen.

Getting a Kilt of Your Own:

At whatever point you need a kilt for an extraordinary event or occasion, you can depend on Scotland Kilt. We give all components of the customary Scottish dress, from kilts and coats to arranged frills. Discover the kilt you need from an assortment of examples. Look at our assortment and begin wearing your legacy the correct way: with satisfaction.

[wallpaperpainter]

Ten Various Ways To Do Acrylic Craft Paint | Acrylic Craft Paint

The Friends of the Brentwood Library (FOBL) are admiring to advertise the acknowledgment of the John P. Holt Brentwood Library’s account bounded artisan exhibits afterwards a two-month aperture while the library was closed. During the ages of June, the library’s Gallery Wall will affection the artwork of painter Brenda Coldwell, while its Showcase Affectation will spotlight some of the collectible treasures of the Dixie Doll-ers Baby Club.

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Both exhibits are chargeless and accessible to library visitors during accustomed business hours.

June Gallery Artist: Brenda Coldwell

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Brenda Coldwell traces her absorption in art aback to her childhood, back she grew up as an Army brat with a affection for painting, drawing, sewing, and crafts.

Coldwell eventually enjoyed a 17-year career as a nurse, but that affection for art never went away. She is now not alone a able artist, but the buyer of her own art-based business, On Track Studios in Franklin, which houses workshops, classes, and six studios area artists can convenance their craft.

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While she has accomplished acquaintance with pastels, Coldwell now focuses on oil paintings. No amount the subject, Coldwell consistently tries to bathe her art with the aforementioned faculty of purpose.

“I am an oil painter exploring and acquirements how to back the aspect and affect of a accountable that I’m absorbed in,” she said. “Whether painting a landscape, still life, animals, bodies or abstract, I adore the action of arena with the paint.”

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Coldwell is a affiliate of The Chestnut Group, the Impressionist Society of America, the Portrait Society Of America, the National Oil and Acrylic Painters Society, and the Oil Painters Society of America. You

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[ahumanintraining]

after

When the war is over, they return to Earth. —shallura. post-Zarkon. achronological. // also on ao3.

fifty words, fifty scenes — adopted from a list that @dragonshost challenged me to way back when. (i don’t have the link anymore, haha.) 

the exercise was to write a single sentence containing each word, and i attempt to make a haphazard achronological story out of each sentence, and then an entire world out of fifty of those.

Nothing means frisky more to him than when she waltzes into the kitchen as he’s making breakfast, wearing nothing but her thin nightgown and a mischievous smile that stretches past the magenta marks of her eyes. She comes forward to kiss him good morning and he’s not sure if his heart jumps because of the sudden pop of the toaster or because of her wandering hands.

Ever the natural athlete, Allura quickly picks up all the sports that Earth can offer her — easily throwing the furthest pass, scoring a goal from the most acute angle, finishing a marathon with barely a sweat — but Shiro still thinks she’s best at catching his eye.

Shiro thought she would have a natural affinity for cats after spending ages with the Lions, but ten scratches and four bites later, he decides — as he wraps a bandaid around her finger — that maybe his plan to adopt the stray cat isn’t such a great idea after all.

She still misses her planet dearly — the pink-tinted sunrise of the second sun rising over the fuchsia horizon of blooming juniberry flowers — but when the soft white Earth sunlight stirs him quietly awake, the first thing he sees is her brilliant smile, and she thinks she can see the same morning in the rose of his cheeks.

She’s never been consistent about doing laundry and she is guilt free when it comes to borrowing his shirts after she runs out of clean clothes to wear. The extra-large white cotton v-neck with the coffee-stained hem is her favorite, and while that is the softest top he owns, he doesn’t mind because he loves how one of her shoulders sticks out from its wide collar.

The blaring morning five-thirty alarm makes them groan audibly, reminding them that they still have to get out of bed on weekday mornings to go teach at the Academy — even if they are retired heroes of the universe. The workday spares no one.

At first, it’s annoying to introduce herself since Earthlings aren’t familiar with the blend of consonants and vowels in Altean names like her own, but now it’s become a routine when they ask her to spell her name: He tells them, “You know, alluring — spelled just like how she looks.”

The hardest thing is keeping his lips off her flawless skin — especially as she slips between the sheets after a warm clean shower. He allows himself just a goodnight embrace and a kiss on the lips. Anything more and they would not get sleep.

This day is the hardest. And while with every passing year, his heart grows denser, growing small enough to hold easier in his chest, he still struggles to wear pride on his uniform in the face of the gravestones of two other men that should have earned the same badge of honor. She embraces him until his tears dry.

“Growing old together” seems romantic until even Allura’s nightly back massages aren’t enough for his lower back pain and Shiro admits to himself he needs extra foam for his side of his mattress to appease his aging body.

She never believed she would ever smile the way she smiled before her youth was stolen by the Galrans but it’s the littlest things — the melted chocolate on the tip of his nose, the way he can never not burn his toast in the morning, the sneeze that makes him spill water all over his shirt — that make her laugh and make her a believer.

He’s not a good dancer at all, but she’s doesn’t mind taking his hand and guiding him now, as how he held her hand and stayed alongside her when they were traveling across galaxies.

Perched on the eastern horizon are the constellations that he knows best. Tonight, he holds her hand up against the black night, add the new sparkle on her ring finger to the starry skies.

His obsession with her hair shows the most when she wakes in the morning and finds his nose buried into the back of her neck and the ends of her silver strands curled around his fingers.

She has a gift for getting the two of them out of work early and perhaps he could be a little jealous knowing she uses her brilliant smile and seductive wink on others aside from him, but he knows once they’re both pardoned to go home, she turns an even wittier smile and playful wink to only him.

Plaid shirts don’t suit him. She prefers his clothes on the floor.

Her skin is weak to the cold, and she insulates herself with an extra sheet, one extra sweater, and of course, his arm around her waist.

His judgement of time is always a little off when he’s with her — and when he rushes into his morning meetings and apologizes for his tardiness, his coworkers try not to mention that there’s still a deep maroon lip print over his left cheek.

Inequality didn’t end with Zarkon. The fight for more pay for her doesn’t come easy. They excuse the unequal salary to their combined investment through marriage but he briskly reminds them she deserves just as much, if not more than him.

The monarchy is long gone but he still treats her like a queen. But there are nights she asks him to take her like she doesn’t wear a crown on her head, and it’s these nights she appreciates his cold fingers and rough lips the most.

The purple pulse of his mechanical arm still makes curious noises in the middle of the night but she’s grown rather fond of the soft whirs of the gears that match the twitches of the rest of his body while he dreams.

Their firstborn crawls earlier than expected for the average human child, and it’s really only now when Shiro starts to ponder exactly how much Altean blood their kid has inherited.

Honestly the only foreseeable grievance he carries against Allura is that she always draped her towel over his bathroom hook and… well… he’s just a bit particular about where he leaves his towels.

A rebel at heart, Allura has no qualms about eating breakfast for dinner, and well, thank god because Shiro doesn’t know how to cook much beyond scrambled eggs or other variants of the dish.

The bedroom light makes her long hair shimmer like rivers of silver — his favorite, but even now as she climbs into bed to give him a kiss, her hair recently cut short, the ends of her clipped hair feather over his skin in ways that he can’t complain about at all.

Beach days are some of Shiro’s favorite — a long day of nothing but the sun, the ocean, making sandcastle-ships with his toddler, and Allura in a swimsuit.

It’s his cryptic answers to her incessant questions that gives it away — he’s planning something for their fifth anniversary, for sure.

He still wakes up in the middle of the night, dazed and confused, but she gives him a kiss to clear him from the disorientation and remind him that indeed, they are on Earth and that yes, everything is over.

One day on a whim, they decide to go underwater scuba diving, and for a moment while swimming through the colorful coral reefs and among schools of fish and exploring the aquatic underworld, it feels a little bit like they’re back on Voltron, discovering new worlds all over again.

While unpacking the rest of Shiro’s boxes into their new home, Allura discovers a mysterious small square dark-colored box with a ring in it — and it’s not until he’s down on one knee and she recalls a brief paragraph from her readings about American customs that she finally puts two and two together. Either way, she’s surprised.

As mischievous as Allura is, Shiro can always tell if when she has a scheme planned out in her head, but Allura is confident that there is there no way he can predict the surprise birthday party he has coming for him — not when Hunk and Pidge are the ones organizing it.

There’s a small valley between the mountains just a few miles north of where they live, where one day they looked at how beautifully the sun dipped below the horizon and decided that this is where they would choose to bury themselves when their time is up.

Allura returns home from a long day at work, only to find Shiro knocked out on the couch, having lost the battle against sleep while waiting for her to come home, the pale moonlight trickling in from the window making the white tuft over his forehead glow a dull gray.

She tries to remain cheerful when she sees the new stray cat that Shiro picked up off the streets, but memories of a destroyed closet — her clothes inside shredded to bits — and many broken dishes — including their kid’s favorite plate — from a past adoption keeps her smile tense.

Shiro has never fallen so deep into opposition with Allura — even with all those years in the same castle-ship — as he is now, trying to figure out what color white to paint the walls of their house. He insists an ivory white would be the best to match with the rest of their haphazardly acquired furniture, but she’s more a fan of the warm honey white. And neither of them are giving way.

Sometimes he thinks everything is so perfect that he must be living in a daydream… and then a cry from the crib stirs him back to reality.

Every now and then — and especially when Shiro comes by her workplace for a surprise visit — Allura’s powers slip out from under her control, causing a small brief gust of wind or a rapid burst of droplets from the water fountain, but Allura continues to insist that the mishappenings are just nearby sprites haunting the company building.

How can they be anything but heartbroken when they realize their secret stash of leftover Halloween candy was discovered by their very hungry, very voracious toddler?

Shiro can’t help but feel a twinge of jealousy whenever he realizes that by the end of the week, their daughter has spent more time with her mother than with him, but his attempts to make up for lost father-daughter time are to no avail — their daughter simply does not appreciate baseball.

Their daughter’s first birthmark, a set of wings under her eyes in the same shape as her mother’s markings, appears just a few days after she is born — Allura sighs and presses a kiss to their daughter’s forehead, remarking to Shiro with a small smile that the color matched that of her late father.

On the fourth moon of their daughter’s birth, as per Altean custom, Allura drapes an amulet around their newborn’s neck — with a deep blue jewel inset that reminds Shiro of his wife’s eyes.

Sometimes after long business trips, they miss each other so much that when they kiss, they knock their lips clumsily into each other and Shiro ends up with a metallic taste on his tongue.

The nights are never long enough to spend as much time as they want in each other’s arms but she hopes that her goodbye kisses in the morning before they part for work imprint long enough on his skin to last for the entire day.

She teases him whenever his cheeks grow rosy from even the softest of alcoholic drinks, but quickly the harsh aftertaste of margarita salt in his mouth is replaced by her sweet kiss.

Allura’s first attempt at cooking Earth cuisine looked like a hybrid of Coran’s space goo and Lance’s last attempt at baking — except worse. It’s only after Shiro takes a courageous bite of her prepared meal when he finally admits that maybe, just maybe, he should stick to kitchen duty.

When Allura comes down with a case of the “space sneezies,” Shiro offers her honey ginger lemon tea exactly the way she likes it, even if it’s more honey than ginger, lemon, or tea.

It’s too bad that Shiro knows how strong Allura’s love for the bittersweet taste of dark chocolate is — she’s ended up going to all too many company mixers with him ever since.

They plant a small oak tree in their backyard when they move into their new home — it’s a bit far from the city where their children work, but just close enough for them to visit their grandchildren.

Their favorite version of their love story to tell is the one where Allura, with her dangerous Altean powers, bewitches him and they end up living happily ever after together — of course, that’s a lie, but the two of them always think it funny to see how strangers react.

After a long lazy afternoon rolling around in the green grass field, they end in each other’s arms. The buzz of excitement brings his inhibitions down, and Shiro asks if she wants to stay on Earth with him. She doesn’t tell him an answer — instead laughing at the clump of grass that’s stuck in his hair — but there’s a smile on her face that’s so genuine that he doesn’t need the words to know her answer.

[eddiejpoplar]

Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

You want to hate it because, well, it’s the ancestor of shiny city roamers helmed by celebutantes who wouldn’t be caught dead fording a river or climbing a trail. You also suspect it’s raw and crude and agrarian. But the ill associations are entirely unwarranted. The 40-year-old origins of the Mercedes-Benz G-Class are about as legitimate as a four- (and sometimes six-) wheeled conveyance gets.

The 2019 G-Class took a drastic turn toward modernity with its independent front suspension and oh so slightly rounded corners. But it’s a continuation of a throughline that originally sparked in the ’70s thanks to a nudge from none other than the Shah of Iran, who presciently recognized the value of stripped-down, go-anywhere vehicles that lacked Range Rover-esque luxury pretensions. It also didn’t hurt that he was a major Mercedes-Benz stakeholder.

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

Early G’s aren’t quite as agricultural as, say, early Land Rovers, which make John Deere tractors feel like interplanetary rocket ships. But they’re close. Austria’s daunting Schöckl mountain usually gets all the glory for the G-Class’ rugged roots, but Southern France’s sprawling Circuit du Château de Lastours is where Mercedes finessed much of the G’s off-road skill sets; it was along those craggy trails and jagged hillclimbs that we experienced old and new G-Classes back to back.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

First, getting behind the wheel of the proto G-Classes turned out to be a fortuitous cadence; after all, the athletic prowess of the modern 416-hp G 550 and 557-hp AMG G 63 is so elevated that following up with the ancient trucks would have required a complete reverse calibration of the ol’ butt-o-meter. Turns out it’s best to start slow and steady and get acquainted with the boxy ute by putting one foot in front of the other, learning to walk before running, and all those sorts of things.

Our first tester, a 1980 230G, is a naive-looking short-wheelbase (94.4 inches) example finished in a fetching shade of fire-engine red (not to be confused for the actual 230G fire truck). Riding on steelies and powered by a 2.3-liter four-cylinder gas engine, this inaugural 460 series G is the epitome of “Before They Were Famous” innocence, from a time when a Geländewagen was a Geländewagen, a term that stuck around until 1998. From its plaid cloth seats to its hand-crank windows, rubberized steering wheel, and four-speed shift-it-yourself gearbox, this earliest G is the purest expression of the breed. Freed from superfluities such as air conditioning and catalytic converters, the 230 fires up with a quiet crank and gets on its way with unassuming ease.

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

Because it’s unburdened by extras, the 102-hp powerplant feels adequate for its petite body. The shifter features long throws and feels rather mechanical in its operation, but it engages smoothly and cleanly. Piloting the little guy over hill and dale inspires aggressive driving despite the lack of driver aids: Because there’s so little bodywork between you and the outside world, your spatial awareness feels extra strong, as though aided by a neural 360-degree camera. The organic relationship between the non-power-assist steering and the carbureted engine makes it thoughtlessly easy to thread the narrow tires through terrain, and the outstanding visibility breeds confidence. Damping is surprisingly compliant, and wheel travel is generous despite the non-independent front and rear axles; there’s some light jostling over particularly uneven surfaces, but the ride is surprisingly plush. Through it all this compact 4×4 averts the modern trappings of power, weight, and complexity, offering a small, unassuming, and earnestly simple driving experience.

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

Moving one small step up the G-Wagen evolutionary ladder is like meeting an awkward middle child after being charmed by the bright-eyed baby. The five-door 1985 230GE gains fuel injection that’s good for 125 hp. But mated to an automatic transmission and with a 112.2-inch wheelbase, the essential character of this rig feels markedly different. Sure, there’s still the thin body panels and trademark letterboxed windshield, but there’s also a slightly encumbered feeling due to the choking effect of the torque converter gearbox and its difficult-to-predict shift patterns. Overcome inertia and get it up to speed, and this G feels palpably more substantial than its short-wheelbase counterpart; its long wheelbase lends an air of stability and smoothness. But on steeper elevations and tight corners, it also feels less spry and eager to play along with the off-piste games. There’s still a prevailing sense of purity, but it sags slightly under the weight of the layout: the rear seats, the cargo area, the family- (or troop-) friendliness of it all.

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

In the interest of gaining much-needed livability on the road and broader market appeal, the G-Wagen underwent an extreme makeover in 1990 with the introduction of the 463 series. The long-overdue second-generation G-Wagen ditched its part-time all-wheel drive for a permanent AWD setup while gaining a considerably more capable 5.0-liter V-8 producing 241 hp. Inside, the changes make it all but unrecognizable, save the familiar 16:9 windshield proportion, upright posture, and defiantly rectilinear ergonomics. Although pleated leather and burl veneers swathe the flat surfaces, familiar elements such as the dashboard-mounted grab handle still recall its humble progenitors. The body panels are thicker due to the addition of more substantial crash structures but don’t intrude into the cabin like they do in later versions.

We plucked a fetchingly period-correct, aubergine-tinted 1993 500GE for a two-hour stint between the medieval French town of Carcassonne and Barcelona, and we didn’t regret the decision. Although it can’t match the 21st century refinement of the latest/greatest all-new model, this G feels less anachronistic than you might expect. Sure, the steering ratio is painfully slow, and its road-going demeanor makes it feel like it would be far happier tackling a trail than spinning the odometer over pavement. But compared to later models whose competitors were more evolved SUVs, this example from the early ’90s proved easier than expected to live with. There’s still plenty of perceptible road noise and wind howl, but there’s also a more refined suspension and copious torque for high-speed cornering and easy-peasy passing. And don’t forget, this G still occupies an era of innocence—it predates the advent of the AMG treatment, which introduced an incongruous element of performance that runs counter to the platform’s off-road origins.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

Going full circle to the completely reworked modern G-Class reveals a startlingly familiar soul despite changes to nearly everything except the headlamp nozzles, door handles, and spare-tire cover. And yes, the 2019 G-Class is ostensibly a superior vehicle. It manages both off-road abilities and on-road civility. But those markedly refined characteristics are nothing without the fundamentals that were established four decades prior.

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

One of the more visible G-Classes: the series W460 Popemobile, circa 1980. Within the Plexiglass dome, His Holiness could enjoy a climate-controlled environment along with excellent outward visibility.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

IFTTT

[jesusvasser]

Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

You want to hate it because, well, it’s the ancestor of shiny city roamers helmed by celebutantes who wouldn’t be caught dead fording a river or climbing a trail. You also suspect it’s raw and crude and agrarian. But the ill associations are entirely unwarranted. The 40-year-old origins of the Mercedes-Benz G-Class are about as legitimate as a four- (and sometimes six-) wheeled conveyance gets.

The 2019 G-Class took a drastic turn toward modernity with its independent front suspension and oh so slightly rounded corners. But it’s a continuation of a throughline that originally sparked in the ’70s thanks to a nudge from none other than the Shah of Iran, who presciently recognized the value of stripped-down, go-anywhere vehicles that lacked Range Rover-esque luxury pretensions. It also didn’t hurt that he was a major Mercedes-Benz stakeholder.

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

Early G’s aren’t quite as agricultural as, say, early Land Rovers, which make John Deere tractors feel like interplanetary rocket ships. But they’re close. Austria’s daunting Schöckl mountain usually gets all the glory for the G-Class’ rugged roots, but Southern France’s sprawling Circuit du Château de Lastours is where Mercedes finessed much of the G’s off-road skill sets; it was along those craggy trails and jagged hillclimbs that we experienced old and new G-Classes back to back.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

First, getting behind the wheel of the proto G-Classes turned out to be a fortuitous cadence; after all, the athletic prowess of the modern 416-hp G 550 and 557-hp AMG G 63 is so elevated that following up with the ancient trucks would have required a complete reverse calibration of the ol’ butt-o-meter. Turns out it’s best to start slow and steady and get acquainted with the boxy ute by putting one foot in front of the other, learning to walk before running, and all those sorts of things.

Our first tester, a 1980 230G, is a naive-looking short-wheelbase (94.4 inches) example finished in a fetching shade of fire-engine red (not to be confused for the actual 230G fire truck). Riding on steelies and powered by a 2.3-liter four-cylinder gas engine, this inaugural 460 series G is the epitome of “Before They Were Famous” innocence, from a time when a Geländewagen was a Geländewagen, a term that stuck around until 1998. From its plaid cloth seats to its hand-crank windows, rubberized steering wheel, and four-speed shift-it-yourself gearbox, this earliest G is the purest expression of the breed. Freed from superfluities such as air conditioning and catalytic converters, the 230 fires up with a quiet crank and gets on its way with unassuming ease.

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

Because it’s unburdened by extras, the 102-hp powerplant feels adequate for its petite body. The shifter features long throws and feels rather mechanical in its operation, but it engages smoothly and cleanly. Piloting the little guy over hill and dale inspires aggressive driving despite the lack of driver aids: Because there’s so little bodywork between you and the outside world, your spatial awareness feels extra strong, as though aided by a neural 360-degree camera. The organic relationship between the non-power-assist steering and the carbureted engine makes it thoughtlessly easy to thread the narrow tires through terrain, and the outstanding visibility breeds confidence. Damping is surprisingly compliant, and wheel travel is generous despite the non-independent front and rear axles; there’s some light jostling over particularly uneven surfaces, but the ride is surprisingly plush. Through it all this compact 4×4 averts the modern trappings of power, weight, and complexity, offering a small, unassuming, and earnestly simple driving experience.

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

Moving one small step up the G-Wagen evolutionary ladder is like meeting an awkward middle child after being charmed by the bright-eyed baby. The five-door 1985 230GE gains fuel injection that’s good for 125 hp. But mated to an automatic transmission and with a 112.2-inch wheelbase, the essential character of this rig feels markedly different. Sure, there’s still the thin body panels and trademark letterboxed windshield, but there’s also a slightly encumbered feeling due to the choking effect of the torque converter gearbox and its difficult-to-predict shift patterns. Overcome inertia and get it up to speed, and this G feels palpably more substantial than its short-wheelbase counterpart; its long wheelbase lends an air of stability and smoothness. But on steeper elevations and tight corners, it also feels less spry and eager to play along with the off-piste games. There’s still a prevailing sense of purity, but it sags slightly under the weight of the layout: the rear seats, the cargo area, the family- (or troop-) friendliness of it all.

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

In the interest of gaining much-needed livability on the road and broader market appeal, the G-Wagen underwent an extreme makeover in 1990 with the introduction of the 463 series. The long-overdue second-generation G-Wagen ditched its part-time all-wheel drive for a permanent AWD setup while gaining a considerably more capable 5.0-liter V-8 producing 241 hp. Inside, the changes make it all but unrecognizable, save the familiar 16:9 windshield proportion, upright posture, and defiantly rectilinear ergonomics. Although pleated leather and burl veneers swathe the flat surfaces, familiar elements such as the dashboard-mounted grab handle still recall its humble progenitors. The body panels are thicker due to the addition of more substantial crash structures but don’t intrude into the cabin like they do in later versions.

We plucked a fetchingly period-correct, aubergine-tinted 1993 500GE for a two-hour stint between the medieval French town of Carcassonne and Barcelona, and we didn’t regret the decision. Although it can’t match the 21st century refinement of the latest/greatest all-new model, this G feels less anachronistic than you might expect. Sure, the steering ratio is painfully slow, and its road-going demeanor makes it feel like it would be far happier tackling a trail than spinning the odometer over pavement. But compared to later models whose competitors were more evolved SUVs, this example from the early ’90s proved easier than expected to live with. There’s still plenty of perceptible road noise and wind howl, but there’s also a more refined suspension and copious torque for high-speed cornering and easy-peasy passing. And don’t forget, this G still occupies an era of innocence—it predates the advent of the AMG treatment, which introduced an incongruous element of performance that runs counter to the platform’s off-road origins.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

Going full circle to the completely reworked modern G-Class reveals a startlingly familiar soul despite changes to nearly everything except the headlamp nozzles, door handles, and spare-tire cover. And yes, the 2019 G-Class is ostensibly a superior vehicle. It manages both off-road abilities and on-road civility. But those markedly refined characteristics are nothing without the fundamentals that were established four decades prior.

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

One of the more visible G-Classes: the series W460 Popemobile, circa 1980. Within the Plexiglass dome, His Holiness could enjoy a climate-controlled environment along with excellent outward visibility.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

IFTTT

[jonathanbelloblog]

Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

You want to hate it because, well, it’s the ancestor of shiny city roamers helmed by celebutantes who wouldn’t be caught dead fording a river or climbing a trail. You also suspect it’s raw and crude and agrarian. But the ill associations are entirely unwarranted. The 40-year-old origins of the Mercedes-Benz G-Class are about as legitimate as a four- (and sometimes six-) wheeled conveyance gets.

The 2019 G-Class took a drastic turn toward modernity with its independent front suspension and oh so slightly rounded corners. But it’s a continuation of a throughline that originally sparked in the ’70s thanks to a nudge from none other than the Shah of Iran, who presciently recognized the value of stripped-down, go-anywhere vehicles that lacked Range Rover-esque luxury pretensions. It also didn’t hurt that he was a major Mercedes-Benz stakeholder.

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

Early G’s aren’t quite as agricultural as, say, early Land Rovers, which make John Deere tractors feel like interplanetary rocket ships. But they’re close. Austria’s daunting Schöckl mountain usually gets all the glory for the G-Class’ rugged roots, but Southern France’s sprawling Circuit du Château de Lastours is where Mercedes finessed much of the G’s off-road skill sets; it was along those craggy trails and jagged hillclimbs that we experienced old and new G-Classes back to back.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

First, getting behind the wheel of the proto G-Classes turned out to be a fortuitous cadence; after all, the athletic prowess of the modern 416-hp G 550 and 557-hp AMG G 63 is so elevated that following up with the ancient trucks would have required a complete reverse calibration of the ol’ butt-o-meter. Turns out it’s best to start slow and steady and get acquainted with the boxy ute by putting one foot in front of the other, learning to walk before running, and all those sorts of things.

Our first tester, a 1980 230G, is a naive-looking short-wheelbase (94.4 inches) example finished in a fetching shade of fire-engine red (not to be confused for the actual 230G fire truck). Riding on steelies and powered by a 2.3-liter four-cylinder gas engine, this inaugural 460 series G is the epitome of “Before They Were Famous” innocence, from a time when a Geländewagen was a Geländewagen, a term that stuck around until 1998. From its plaid cloth seats to its hand-crank windows, rubberized steering wheel, and four-speed shift-it-yourself gearbox, this earliest G is the purest expression of the breed. Freed from superfluities such as air conditioning and catalytic converters, the 230 fires up with a quiet crank and gets on its way with unassuming ease.

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

Because it’s unburdened by extras, the 102-hp powerplant feels adequate for its petite body. The shifter features long throws and feels rather mechanical in its operation, but it engages smoothly and cleanly. Piloting the little guy over hill and dale inspires aggressive driving despite the lack of driver aids: Because there’s so little bodywork between you and the outside world, your spatial awareness feels extra strong, as though aided by a neural 360-degree camera. The organic relationship between the non-power-assist steering and the carbureted engine makes it thoughtlessly easy to thread the narrow tires through terrain, and the outstanding visibility breeds confidence. Damping is surprisingly compliant, and wheel travel is generous despite the non-independent front and rear axles; there’s some light jostling over particularly uneven surfaces, but the ride is surprisingly plush. Through it all this compact 4×4 averts the modern trappings of power, weight, and complexity, offering a small, unassuming, and earnestly simple driving experience.

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

Moving one small step up the G-Wagen evolutionary ladder is like meeting an awkward middle child after being charmed by the bright-eyed baby. The five-door 1985 230GE gains fuel injection that’s good for 125 hp. But mated to an automatic transmission and with a 112.2-inch wheelbase, the essential character of this rig feels markedly different. Sure, there’s still the thin body panels and trademark letterboxed windshield, but there’s also a slightly encumbered feeling due to the choking effect of the torque converter gearbox and its difficult-to-predict shift patterns. Overcome inertia and get it up to speed, and this G feels palpably more substantial than its short-wheelbase counterpart; its long wheelbase lends an air of stability and smoothness. But on steeper elevations and tight corners, it also feels less spry and eager to play along with the off-piste games. There’s still a prevailing sense of purity, but it sags slightly under the weight of the layout: the rear seats, the cargo area, the family- (or troop-) friendliness of it all.

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

In the interest of gaining much-needed livability on the road and broader market appeal, the G-Wagen underwent an extreme makeover in 1990 with the introduction of the 463 series. The long-overdue second-generation G-Wagen ditched its part-time all-wheel drive for a permanent AWD setup while gaining a considerably more capable 5.0-liter V-8 producing 241 hp. Inside, the changes make it all but unrecognizable, save the familiar 16:9 windshield proportion, upright posture, and defiantly rectilinear ergonomics. Although pleated leather and burl veneers swathe the flat surfaces, familiar elements such as the dashboard-mounted grab handle still recall its humble progenitors. The body panels are thicker due to the addition of more substantial crash structures but don’t intrude into the cabin like they do in later versions.

We plucked a fetchingly period-correct, aubergine-tinted 1993 500GE for a two-hour stint between the medieval French town of Carcassonne and Barcelona, and we didn’t regret the decision. Although it can’t match the 21st century refinement of the latest/greatest all-new model, this G feels less anachronistic than you might expect. Sure, the steering ratio is painfully slow, and its road-going demeanor makes it feel like it would be far happier tackling a trail than spinning the odometer over pavement. But compared to later models whose competitors were more evolved SUVs, this example from the early ’90s proved easier than expected to live with. There’s still plenty of perceptible road noise and wind howl, but there’s also a more refined suspension and copious torque for high-speed cornering and easy-peasy passing. And don’t forget, this G still occupies an era of innocence—it predates the advent of the AMG treatment, which introduced an incongruous element of performance that runs counter to the platform’s off-road origins.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

Going full circle to the completely reworked modern G-Class reveals a startlingly familiar soul despite changes to nearly everything except the headlamp nozzles, door handles, and spare-tire cover. And yes, the 2019 G-Class is ostensibly a superior vehicle. It manages both off-road abilities and on-road civility. But those markedly refined characteristics are nothing without the fundamentals that were established four decades prior.

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

One of the more visible G-Classes: the series W460 Popemobile, circa 1980. Within the Plexiglass dome, His Holiness could enjoy a climate-controlled environment along with excellent outward visibility.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

IFTTT

[jesusvasser]

Mercedes-Benz Has a New G-Wagen, but its Roots Aren’t Lost to Time

You want to hate it because, well, it’s the ancestor of shiny city roamers helmed by celebutantes who wouldn’t be caught dead fording a river or climbing a trail. You also suspect it’s raw and crude and agrarian. But the ill associations are entirely unwarranted. The 40-year-old origins of the Mercedes-Benz G-Class are about as legitimate as a four- (and sometimes six-) wheeled conveyance gets.

The 2019 G-Class took a drastic turn toward modernity with its independent front suspension and oh so slightly rounded corners. But it’s a continuation of a throughline that originally sparked in the ’70s thanks to a nudge from none other than the Shah of Iran, who presciently recognized the value of stripped-down, go-anywhere vehicles that lacked Range Rover-esque luxury pretensions. It also didn’t hurt that he was a major Mercedes-Benz stakeholder.

Switches and controls were centrally positioned within easy reach by the driver. Rugged foam elements over bare metal characterized the early G-Wagen’s weather-friendly construction.

Early G’s aren’t quite as agricultural as, say, early Land Rovers, which make John Deere tractors feel like interplanetary rocket ships. But they’re close. Austria’s daunting Schöckl mountain usually gets all the glory for the G-Class’ rugged roots, but Southern France’s sprawling Circuit du Château de Lastours is where Mercedes finessed much of the G’s off-road skill sets; it was along those craggy trails and jagged hillclimbs that we experienced old and new G-Classes back to back.

1980 230G (460 series, short wheelbase) EST. cost when new: $26,000, EST. value today: $18,000

First, getting behind the wheel of the proto G-Classes turned out to be a fortuitous cadence; after all, the athletic prowess of the modern 416-hp G 550 and 557-hp AMG G 63 is so elevated that following up with the ancient trucks would have required a complete reverse calibration of the ol’ butt-o-meter. Turns out it’s best to start slow and steady and get acquainted with the boxy ute by putting one foot in front of the other, learning to walk before running, and all those sorts of things.

Our first tester, a 1980 230G, is a naive-looking short-wheelbase (94.4 inches) example finished in a fetching shade of fire-engine red (not to be confused for the actual 230G fire truck). Riding on steelies and powered by a 2.3-liter four-cylinder gas engine, this inaugural 460 series G is the epitome of “Before They Were Famous” innocence, from a time when a Geländewagen was a Geländewagen, a term that stuck around until 1998. From its plaid cloth seats to its hand-crank windows, rubberized steering wheel, and four-speed shift-it-yourself gearbox, this earliest G is the purest expression of the breed. Freed from superfluities such as air conditioning and catalytic converters, the 230 fires up with a quiet crank and gets on its way with unassuming ease.

1985 230GE (460 series, long wheelbase) EST. cost when new: $46,000, EST. value today: $25,000

Because it’s unburdened by extras, the 102-hp powerplant feels adequate for its petite body. The shifter features long throws and feels rather mechanical in its operation, but it engages smoothly and cleanly. Piloting the little guy over hill and dale inspires aggressive driving despite the lack of driver aids: Because there’s so little bodywork between you and the outside world, your spatial awareness feels extra strong, as though aided by a neural 360-degree camera. The organic relationship between the non-power-assist steering and the carbureted engine makes it thoughtlessly easy to thread the narrow tires through terrain, and the outstanding visibility breeds confidence. Damping is surprisingly compliant, and wheel travel is generous despite the non-independent front and rear axles; there’s some light jostling over particularly uneven surfaces, but the ride is surprisingly plush. Through it all this compact 4×4 averts the modern trappings of power, weight, and complexity, offering a small, unassuming, and earnestly simple driving experience.

1993 500GE (463 series, long wheelbase) EST. cost when new: $111,000, EST. value today: $40,000

Moving one small step up the G-Wagen evolutionary ladder is like meeting an awkward middle child after being charmed by the bright-eyed baby. The five-door 1985 230GE gains fuel injection that’s good for 125 hp. But mated to an automatic transmission and with a 112.2-inch wheelbase, the essential character of this rig feels markedly different. Sure, there’s still the thin body panels and trademark letterboxed windshield, but there’s also a slightly encumbered feeling due to the choking effect of the torque converter gearbox and its difficult-to-predict shift patterns. Overcome inertia and get it up to speed, and this G feels palpably more substantial than its short-wheelbase counterpart; its long wheelbase lends an air of stability and smoothness. But on steeper elevations and tight corners, it also feels less spry and eager to play along with the off-piste games. There’s still a prevailing sense of purity, but it sags slightly under the weight of the layout: the rear seats, the cargo area, the family- (or troop-) friendliness of it all.

W463 series G-Wagens leapt forward in terms of cabin comfort and ride quality, but it would take the following generation to cross the Rubicon into full modernity.

In the interest of gaining much-needed livability on the road and broader market appeal, the G-Wagen underwent an extreme makeover in 1990 with the introduction of the 463 series. The long-overdue second-generation G-Wagen ditched its part-time all-wheel drive for a permanent AWD setup while gaining a considerably more capable 5.0-liter V-8 producing 241 hp. Inside, the changes make it all but unrecognizable, save the familiar 16:9 windshield proportion, upright posture, and defiantly rectilinear ergonomics. Although pleated leather and burl veneers swathe the flat surfaces, familiar elements such as the dashboard-mounted grab handle still recall its humble progenitors. The body panels are thicker due to the addition of more substantial crash structures but don’t intrude into the cabin like they do in later versions.

We plucked a fetchingly period-correct, aubergine-tinted 1993 500GE for a two-hour stint between the medieval French town of Carcassonne and Barcelona, and we didn’t regret the decision. Although it can’t match the 21st century refinement of the latest/greatest all-new model, this G feels less anachronistic than you might expect. Sure, the steering ratio is painfully slow, and its road-going demeanor makes it feel like it would be far happier tackling a trail than spinning the odometer over pavement. But compared to later models whose competitors were more evolved SUVs, this example from the early ’90s proved easier than expected to live with. There’s still plenty of perceptible road noise and wind howl, but there’s also a more refined suspension and copious torque for high-speed cornering and easy-peasy passing. And don’t forget, this G still occupies an era of innocence—it predates the advent of the AMG treatment, which introduced an incongruous element of performance that runs counter to the platform’s off-road origins.

2019 G 550 (464 series, long wheelbase) EST. cost when on sale in late 2018: $128,000

Going full circle to the completely reworked modern G-Class reveals a startlingly familiar soul despite changes to nearly everything except the headlamp nozzles, door handles, and spare-tire cover. And yes, the 2019 G-Class is ostensibly a superior vehicle. It manages both off-road abilities and on-road civility. But those markedly refined characteristics are nothing without the fundamentals that were established four decades prior.

G History

First-generation W460 models were extremely capable machines: 80 percent grades and 54 percent lateral tilts were doable, though it might take a bit of patience because of the mildly endowed engines.

From the start, the G-Class came in open-top variants, such as this 460 from 1979.

One of the more visible G-Classes: the series W460 Popemobile, circa 1980. Within the Plexiglass dome, His Holiness could enjoy a climate-controlled environment along with excellent outward visibility.

A Mercedes-Benz 280GE tackles the Paris-Dakar Rally in 1983; Jacky Ickx and Claude Brasseur emerged victorious after 6,200 brutal miles.

IFTTT