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inglés: Writing - History of the Ford Mustang magazine 32 editions General field: Técnico/Ingeniería Detailed field: Automóviles / Camiones
Texto de origen - inglés 32 – History of the Ford Mustang – Part 2
After its fabulous start, enthusiastic Ford Executives set the Mustang’s sales target at 100,000 vehicles yearly. However, they dramatically underestimated the Pony Car’s appeal. Over 400,000 units were sold in its first year alone, and the one-millionth Mustang was sold within its first two years. By August 2018, Ford had produced ten million Mustangs. It was an astonishing achievement. Lee Iacocca, now dubbed “The Father of the Mustang”, had not just created a car; he had created a legend.
Over its almost 60-year lifespan, the Ford Mustang went through six different evolutions, each of them punctuated by drama and excitement, with both consumer approval and disappointment, according to the stages of development and the variants on offer. However, through good times and bad, the faithful Pony Car continued to gallop across the American landscape, despite attempts to take it behind the barn and end its days.
Generation One – 1965-1973
After its amazing beginnings, Ford’s stallion started to get a little fat and lazy. The public was starting to clamour for more luxury, and the “speed and power” image evolved into a heavier, slower car. It grew in every dimension except height, and as the performance decreased, so did the sales. An unhappy Iacocca later lamented: “The Mustang market never left us; we left it.”
Generation Two – 1974-1978
By now, Iacocca had become the President of Ford Motors. However, the oil crisis was looming on the horizon, and he felt the need to slim down the Mustang for it to become more fuel-efficient. He dumped the original Ford Falcon platform and based the new car on a Ford Pinto subcompact. Many traditionalists were dismayed by the transition, but impressive sales of the leaner car indicated consumer acceptance.
Generation Three – 1979-1993
This generation was based on the larger Fox platform, originally developed for compact sedans in 1978. It offered more space for four passengers, especially in the back seat, a larger capacity trunk and a bigger engine bay. Nevertheless, a convertible version, last seen on a Mustang in 1974, did little to help sales as they declined to the lowest level ever experienced. The model was almost scrapped, to be based on a front-wheel-drive variant of the Mazda MX-6. However, a public outcry gave the ailing Pony Car a last-minute reprieve, and the name was changed from Mustang to Probe. The Mustang received a major restyling in 1987 that carried it through to the end of the 1993 model year.
Generation Four – 1994-2004
The 1993 restyling created an uptick in sales that were back into six figures after several lean years. Design cues harking back to the Mustang’s heyday renewed consumer enthusiasm.
The upward trend continued throughout the lifespan of Generation 4 as muscle started to replace skin and bone during improved financial times. Ford retired the 302cu in pushrod small-block V8 after nearly 30 years of use, and replaced it with a newer Modular 4.6L (281cu in) SOHC V8 in the 1996 Mustang GT. There were also three alternate high-performance models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1, and the 320hp and 390hp Cobras.
This would be the last of the Fox platform Mustangs before it was switched to Ford’s new D2C platform for 2005.
Traducción - inglés 32 – History of the Ford Mustang – Part 2
After its fabulous start, enthusiastic Ford Executives set the Mustang’s sales target at 100,000 vehicles yearly. However, they dramatically underestimated the Pony Car’s appeal. Over 400,000 units were sold in its first year alone, and the one-millionth Mustang was sold within its first two years. By August 2018, Ford had produced ten million Mustangs. It was an astonishing achievement. Lee Iacocca, now dubbed “The Father of the Mustang”, had not just created a car; he had created a legend.
Over its almost 60-year lifespan, the Ford Mustang went through six different evolutions, each of them punctuated by drama and excitement, with both consumer approval and disappointment, according to the stages of development and the variants on offer. However, through good times and bad, the faithful Pony Car continued to gallop across the American landscape, despite attempts to take it behind the barn and end its days.
Generation One – 1965-1973
After its amazing beginnings, Ford’s stallion started to get a little fat and lazy. The public was starting to clamour for more luxury, and the “speed and power” image evolved into a heavier, slower car. It grew in every dimension except height, and as the performance decreased, so did the sales. An unhappy Iacocca later lamented: “The Mustang market never left us; we left it.”
Generation Two – 1974-1978
By now, Iacocca had become the President of Ford Motors. However, the oil crisis was looming on the horizon, and he felt the need to slim down the Mustang for it to become more fuel-efficient. He dumped the original Ford Falcon platform and based the new car on a Ford Pinto subcompact. Many traditionalists were dismayed by the transition, but impressive sales of the leaner car indicated consumer acceptance.
Generation Three – 1979-1993
This generation was based on the larger Fox platform, originally developed for compact sedans in 1978. It offered more space for four passengers, especially in the back seat, a larger capacity trunk and a bigger engine bay. Nevertheless, a convertible version, last seen on a Mustang in 1974, did little to help sales as they declined to the lowest level ever experienced. The model was almost scrapped, to be based on a front-wheel-drive variant of the Mazda MX-6. However, a public outcry gave the ailing Pony Car a last-minute reprieve, and the name was changed from Mustang to Probe. The Mustang received a major restyling in 1987 that carried it through to the end of the 1993 model year.
Generation Four – 1994-2004
The 1993 restyling created an uptick in sales that were back into six figures after several lean years. Design cues harking back to the Mustang’s heyday renewed consumer enthusiasm.
The upward trend continued throughout the lifespan of Generation 4 as muscle started to replace skin and bone during improved financial times. Ford retired the 302cu in pushrod small-block V8 after nearly 30 years of use, and replaced it with a newer Modular 4.6L (281cu in) SOHC V8 in the 1996 Mustang GT. There were also three alternate high-performance models offered in this generation: the 2001 Bullitt, the 2003 and 2004 Mach 1, and the 320hp and 390hp Cobras.
This would be the last of the Fox platform Mustangs before it was switched to Ford’s new D2C platform for 2005.
italiano al inglés: Italian Tuning Magazine 110 editions General field: Técnico/Ingeniería Detailed field: Automóviles / Camiones
Texto de origen - italiano 100 TUNING IT
ELIMINARE IL PESO SUPERFLUO
Il peso ricopre un ruolo fondamentale nel determinare le prestazioni di un'auto. Se a un numero di cavalli elevato abbiniamo un peso contenuto è facile immaginare che le prestazioni saranno da urlo. Ma un'auto troppo alleggerita potrebbe essere poco maneggevole: ecco qualche consiglio per non sbagliare.
Ridurre il peso di una vettura può sembrare semplice; del resto, si potrebbe pensare banalmente di rimuovere tutto e lasciare giusto un sedile e un volante. In realtà, non è proprio così: ridurre il peso senza cognizione di causa può essere persino deleterio, perché rischiamo di rendere l’auto inguidabile. Diventa infatti fondamentale comprendere la distribuzione dei pesi e alleggerire nei punti giusti.
LA DISTRIBUZIONE DEI PESI
Se siamo soddisfatti del comportamento dell’auto dobbiamo cercare di preservare la condizione esistente sul piano della distribuzione dei pesi. A livello di teorico è sempre stata sbandierata come ottimale una distribuzione del 50% all’anteriore e 50% al posteriore: di è quella presente nelle auto di serie. In realtà se vogliamo usare l’auto in pista dobbiamo fidarci delle nostre sensazioni e provare differenti configurazioni di peso per trovare quella che ci fa sentire a nostro agio con l’auto curva dopo curva.
Ricordiamoci che ogni auto è stata progettata per funzionare con la distribuzione di peso esistente, ma ciò non vuol dire che dobbiamo per forza adeguarci; anzi, al con trario dobbiamo sentirci liberi di modificarla a nostro piacimento! L’importante è ottenere una vettura che ci dia le migliori sensazioni in accelerazione e frenata, con una maneggevolezza che ci permetta di affrontare al meglio ogni insidia del circuito.
DA DOVE COMINCIARE
La prima operazione da fare è quindi conoscere la distribuzione del peso della nostra auto. Se siamo fortunati, possiamo ritrovarla nella documentazione tecnica della vettura o anche online, per esempio chiedendo ad altri proprietari che hanno già sperimentato l’alleggerimento. In ultimo, se non troviamo proprio nulla, dobbiamo recarci in un'officina specializzata per pesare la nostra auto. In alternativa possiamo anche acquistare delle bilance per la pesatura di veicoli che andremo a posizionare sotto ogni singola ruota. Ottenere il peso totale è semplicissimo, basta infatti sommare i valori delle quattro bilance. A questo punto utilizziamo la somma delle due bilance anteriori per ottenere il peso anteriore e procediamo in modo analogo per quello posteriore. Ora dividiamo questi due valori per il peso totale e otterremo la percentuale di peso rispettiva.
Dati alla mano diventerà quindi molto più semplice ridurre il peso della nostra auto in modo corretto.
ELIMINARE IL SUPERFLUO
Quanto agli elementi che possono essere rimossi dall’interno di un’auto abbiamo solo l’imbarazzo della scelta. L’unica accortezza da tenere in considerazione, se stiamo preparando la nostra vettura per una competizione, riguarda l’eventuale regolamento e le specifiche restrizioni. Alcuni interventi sono praticamente a costo zero, altri richiedono un investimento a volte anche non indifferente.
Partendo dalle cose più semplici, possiamo iniziare a eliminare la ruota di scorta, il cric e tutti gli attrezzi forniti dal produttore. Possiamo quindi poi passare agli elementi costituitivi degli interni come i sedili posteriori, i pannelli delle porte, la moquette, la radio e le alette parasole: tutti facilmente smontabili rimuovendo un paio di viti o bulloni.
Un altro modo per eliminare un po’ di peso all'interno della nostra auto è sostituire il sedile del conducente (e del passeggero) di serie con un sedile da corsa leggero, meglio se in carbonio. Infatti, i sedili di serie sono molto pesanti e hanno un peso aggiuntivo a causa dei meccanismi di scorrimento e per reclinarli. I sedili da corsa monoblocco sono realizzati in un pezzo unico e ci permettono di risparmiare un buon numero di chilogrammi sul peso complessivo. Se poi preferisci girare da solo puoi anche eliminare il sedile del passeggero.
IL VANO MOTORE
Oltre a utilizzare componenti in alluminio all’interno del motore in fase di elaborazione, possiamo ridurre ulteriormente il peso eliminando tutti i componenti dell’aria condizionata. In questo modo non solo alleggeriremo la parte anteriore dell’auto, ma al tempo stesso ridurremo la perdita di potenza parassita dal compressore dell'aria condizionata. Possiamo inoltre sostituire la batteria con una di dimensioni inferiori. Queste batterie producono la stessa quantità di energia necessaria per alimentare la nostra auto, ma occupano meno spazio e pesano appena la metà del peso di una batteria standard. Inoltre, se vogliamo uniformare la distribuzione del peso della nostra auto, possiamo spostare la batteria sul retro dell'auto. Avremo solo bisogno di cavi della batteria più lunghi; questa è una pratica abbastanza standard nelle auto da corsa.
Weight plays a crucial role in determining a car’s performance. If you can combine high horsepower with low weight, it is easy to imagine how the car’s performance will benefit. Nevertheless, a car that is too light can become unstable, so here are some tips to help you avoid making mistakes.
Reducing the weight of a car may seem simple; after all, everything could be removed, leaving just a seat and a steering wheel. Of course, in reality, this cannot be done: reducing weight without knowing the effects can even be dangerous, and there is a risk of making the car undrivable. Therefore, it is essential to understand weight distribution and how to lighten the vehicle in the right places.
WEIGHT DISTRIBUTION
If the car’s balance is normally satisfactory, you should try to preserve the current weight distribution status. From a theoretical point of view, the distribution of 50% of the mass at the front and 50% at the rear has always been considered optimal. Production cars tend to have this balanced ratio straight out of the factory. However, if you want to drive on the racetrack, you need to trust your feel for the car and try different weight configurations until you find the one that feels most comfortable, corner after corner.
Every car has been designed to work with a particular weight distribution, but that does not mean that you have to accept it. On the contrary, you are free to modify it as you wish! The important thing is to get the car to a point where it gives you the best response when accelerating and braking, with handling that allows you to deal with everything the circuit can throw at you.
WHERE TO START
The first step is to understand the weight distribution of the car. If you are lucky, you might find it in the car’s technical documentation or even online. For example, you could ask other owners who have already modified their car’s balance. If you cannot find anything at all, you will have to go to a specialised workshop to get the car weighed. If you are really keen, you can purchase vehicle-weighing scales that are placed under each of the wheels. Calculating the total weight is simple; just add the values of the four scales. You can then add the two front scales to obtain the front weight and then do the same thing for the rear. Now divide each of these two values by the total weight of the car and multiply the result by a hundred to get the weight distribution percentage. With this data, it becomes much easier to reduce the car’s weight correctly.
SIMPLE WEIGHT LOSS
As for the items that can be removed from the inside of a car, you are spoiled for choice. The only precaution to take into consideration if you are preparing the car for competition concerns any regulations and specific restrictions that are in force. Some modifications cost practically nothing, while others require an investment that is not always insignificant.
Starting with the simplest things, you can begin by eliminating the spare wheel, the jack and all the tools supplied by the manufacturer. Then move on to interior components like the rear seats, door panels, carpet, radio and sun visors, all of which can be easily taken out by removing a few screws or bolts.
Another way to eliminate some weight inside your car is to replace the standard driver and passenger’s seats with lightweight racing seats, preferably made of carbon fibre. Standard seats are very heavy and have additional weight due to the sliding and reclining mechanisms. Monobloc racing seats are made in a single piece and allow you to cut a good number of kilograms off the total weight. If you do not worry about feeling lonely, you can also remove the passenger seat!
THE ENGINE COMPARTMENT
In addition to using as many aluminium components as possible inside the engine compartment, you can further reduce weight by eliminating all the air conditioning components. This way, not only will you lighten the front of the car, but at the same time, you will reduce the parasitic power loss from the air conditioning compressor. You can also replace the battery with a smaller one. Smaller batteries produce the same amount of energy needed to power the car, but they take up less space and weigh just half the weight of a standard battery. Additionally, if you want to relocate some weight, you can move the battery to the back of the car. You will only need longer battery cables. This is standard practice in racing cars.
español al inglés: Spanish Military Vehicles magazine 40+ editions General field: Técnico/Ingeniería Detailed field: Fuerzas Armadas / Defensa
Texto de origen - español M12 GMC
Cañón autopropulsado
Intro:
Durante la Segunda Guerra Mundial, el Ejército estadounidense recurrió a diversos modelos de cañones autopropulsados. El M12 GMC era una ametralladora pesada 1918M1 de 155 mm armada sobre el chasis de un tanque M3 Lee.
Body:
Poco después del estallido de la Segunda Guerra Mundial, el Ejército de Estados Unidos pudo comprobar, según una interpretación particular del concepto de Blitzkrieg o guerra relámpago, hasta qué punto resultaba necesario disponer de una artillería autopropulsada que pudiese seguir con rapidez los avances de las unidades blindadas en diversos tipos de terreno.
Uno, de los varios proyectos que se pusieron en marcha, aprobado en marzo de 1941, correspondía a la construcción de un cañón pesado autopropulsado armado en el chasis de un tanque M3. La pieza de artillería que se eligió fue el cañón M1918M1, de fabricación francesa, que pese a su antigüedad seguía siendo operativa. En junio de aquel mismo año se comenzó a trabajar en el prototipo, al que se denominó T6. La empresa Pressed Steel Car Company se ocupó del armado del cañón sobre su nueva plataforma y el resto, como la preparación del chasis y la integración final, corrió a cargo de Rock Island Arsenal, una fábrica del Ejército estadounidense.
Las primeras pruebas se llevaron a cabo en febrero de 1942 y, a tenor de los resultados, se hicieron algunas modificaciones. El prototipo se envió a Fort Bragg para que lo evaluase una comisión de especialistas en artillería. Aunque el veredicto fue favorable, el Ejército consideró que, en aquel momento, disponía de suficientes piezas remolcadas. Sin embargo, el nuevo modelo era muy superior. Así lo demostró en los ensayos realizados en un circuito de 10 km donde debía efectuar un disparo al principio y otro al final. El T6 tardó solo 35 minutos en completar el recorrido, mientras que otra versión, remolcada por un tractor, necesitó tres horas para hacer lo mismo.
Finalmente, el Ejército aprobó la producción de 50 unidades, una cantidad que más adelante acabaría por duplicarse. Al principio, los M12 se destinaron a los parques de artillería o se utilizaron como vehículos de entrenamiento. En junio de 1944, se enviaron 74 a Europa, donde participaron en la toma de Colonia así como en las ofensivas contra las posiciones fortificadas de la línea Siegfried. Los resultados obtenidos fueron buenos y el Ejército planeó producir más, pero se encontró con que no tenía bastantes piezas de 155 mm.
Las modificaciones que se hicieron al chasis del M3 Lee incluían no solo la extracción de la torreta, la casamata y el cañón: también hubo que desplazar la caja del motor hacia adelante. Cada unidad contaba con una tripulación formada por seis hombres. El comandante del vehículo y el piloto se situaban en la parte delantera, dentro de un compartimento cerrado, y se guiaban a través de unas troneras cuando el vehículo se desplazaba con las escotillas cerradas. En la parte posterior se hallaba el compartimento de combate, una estructura cuadrangular sin techo y con protecciones en el frente y los flancos en la que se instalaba el arma y se sentaban los cuatro artilleros, cada uno en su asiento. Asimismo, en la parte trasera, el vehículo disponía de un dispositivo de anclaje, que se accionaba hidráulicamente, para estabilizar la máquina y reducir el retroceso durante los disparos.
El grupo propulsor consistía en un motor Wright (Continental) R-975 EC2 radial, de nueve cilindros, refrigerado por aire, que desarrollaba una potencia de 400 CV, así como una caja de cambios sincronizada con cinco marchas hacia adelante y una hacia atrás. El mecanismo de avance constaba de cadenas de oruga, tres bogies a cada lado —con dos ruedas de carretera dobles conectadas entre sí y armadas en ejes paralelos—, una rueda tractora en la parte delantera y otra tensora en la trasera. El vehículo disponía además de una suspensión de tipo VVSS (Vertical Volute Spring Suspension, o suspensión con muelles verticales).
El armamento principal consistía en un cañón M1917 o M1918 —las diferencias eran mínimas—, una pieza remolcable, de origen francés, que databa de la Primera Guerra Mundial. Tras el conflicto, estas armas se almacenaron en previsión de un uso futuro. Desde la cureña, tenía un sector de tiro lateral de 14º a cada lado, un ángulo de elevación máximo de 30º y un ángulo de depresión de -5º. Si bien solía disparar proyectiles explosivos de 43 kg, a una velocidad inicial de 853 m/s, con un alcance efectivo de 23.000 m, admitía diversos tipos de munición, ya fuesen obuses perforantes o de humo. Aunque los más eficaces fueron los que incorporaban detonadores de acción retardada, ya que podían atravesar el hormigón armado de las paredes de los búnkeres, de hasta dos metros de grosor, antes de estallar. Su capacidad de carga, sin embargo, era bastante limitada: diez unidades de 155 mm, dispuestas en los laterales, a razón de cinco por lado.
Para solventar este inconveniente, el Ejército estadounidense decidió construir un vehículo de transporte de municiones conocido como M30 Cargo Carrier, basado en el chasis del M12, aunque desprovisto de cañón y de cureña con el fin de disponer de más espacio de almacenamiento. De este modo, se obtuvo una máquina capaz de transportar todo lo necesario para una jornada de combate, incluidos los artilleros, que pasaban al M12 cuando el arma estaba lista para disparar. El M12 y el M30 siempre operaban por parejas, ya que la tripulación solía viajar con mayor comodidad en este último. El M30, además, contaba con una ametralladora de 12,70 mm armada en un riel circular ubicado en la parte trasera del vehículo. Al final de la guerra, tanto el M12 como el M30 se consideraron obsoletos y se retiraron del servicio. Tan solo se construyeron 100 unidades y nunca se exportaron a los países aliados.
Traducción - inglés M12 GMC
Self-propelled gun
Intro:
During the Second World War, the United States Army employed various types of self-propelled artillery. The M12 Gun Motor Carriage was a self-propelled 155mm or M1918M1 heavy gun mounted on the chassis of an M3 Lee/Grant tank.
Body:
Shortly after the outbreak of World War II, the United States army wanted to evaluate the German tactic known as Blitzkrieg. They needed to understand to what extent there was a requirement for self-propelled artillery that could quickly follow behind the advancing tanks over different types of terrain.
One of the several projects that were approved and initiated in March 1941 was the construction of a heavy self-propelled gun mounted on the chassis of an American M3 tank. The 155mm artillery piece chosen was derived from the French-made M1918M1 cannon, which despite its age was still operational. In June of that same year, work began on a stand-alone prototype gun, which was called the T6. Assembly of the gun on a new platform was carried out by the Pressed Steel Car Company. The rest of the work, including the preparation of the chassis and the final integration of the components, was carried out by Rock Island Arsenal, a US Army installation located in Illinois, USA.
The first tests were carried out in February 1942. Based on the results, final modifications were made. The prototype was sent to Fort Bragg in North Carolina for evaluation by a commission of artillery specialists. Although the verdict was favourable, the Army considered that at that time it had enough towed artillery. However, the new self-propelled model was far superior. This was demonstrated in tests carried out over a 10km circuit, where it had to fire one shot at the beginning and another at the end. The T6 took just 35 minutes to complete the course, while another version, towed by a tractor, took three hours to do the same.
Finally, the Army approved the production of fifty units, a number that would later double. At first, the M12s were assigned to artillery batteries or used as training equipment. In June 1944, seventy-four were sent to Europe, where they were used in the capture of Cologne as well as in the offensives against the fortified positions of the Siegfried line. The results obtained were good and the Army planned to produce more. However, they did not have enough 155mm parts.
Modifications were made to an M3 Lee tank chassis. These included not only the removal of the turret, armour and gun - the engine housing had to be moved forward as well. Each unit had a crew of six men. The vehicle commander and the driver were located at the front, inside a closed compartment. When all the hatches were closed, the driver’s only visibility was through some slits in the armour. The gun and gun crew were located in an open-topped area at the back of the vehicle. The structure in which the weapon was installed had no roof but was armoured on the front and sides to protect the four seated gunners. An earth spade (similar to a bulldozer blade) at the rear was used to dig into the ground and absorb recoil. This layout (a large gun mounted in an open mount at the rear, with an earth spade) was the pattern adopted for many years by other pieces of heavy self-propelled artillery.
The powertrain consisted of a Wright (Continental) R-975 C1 radial, nine-cylinder, air-cooled engine developing 350hp at 2,400rpm. It used a synchronised gearbox with five forward gears and one reverse. The machine advanced on caterpillar tracks with three bogies on each side, each with two double road wheels connected to each other and assembled on parallel axes. Traction was transmitted by a drive sprocket at the front and a tensioner at the rear. The vehicle also used VVSS-type suspension (Vertical Volute Spring Suspension, or suspension with vertical springs).
The main armament consisted of an M1917 or M1918 cannon - the differences were minimal. It was originally a towed artillery piece of French origin, dating from the First World War. After WWI, these weapons were stored in anticipation of future use. The main armament had a traverse of 14 degrees and elevation limits of +30 to -5 degrees. Limited storage space meant that only ten 155mm projectiles and propellant charges could be carried on the vehicle. It could be used to fire explosive shells weighing 43kg at an initial speed of 853m/s and with an effective range of 23,000m. It was capable of firing various types of ammunition, including armour-piercing shells and smoke shells. The most effective ordnance used delayed-action detonators. These could penetrate the reinforced concrete walls of bunkers, some up to two meters thick, before exploding. However, the M12 carrying capacity was quite limited: Ten 155mm shells, arranged five on each side of the weapons bay.
To overcome this limitation, the U.S. Army built an ammunition transport vehicle known as the M30 Cargo Carrier. It was based on the M12 chassis, but without the armament or gun carriage, in order to create more space. This resulting machine was capable of carrying 40 rounds of 155mm ammunition - enough for a day of combat. The M12 and M30 always operated in pairs, with the crew usually travelling more comfortably in the latter. The M30 was armed with a .50-calibre (12.7mm) M2 Browning machine gun on a ring mount for self-defence. At the end of the war, both the M12 and M30 were considered obsolete and were withdrawn from service. Only 100 units were built and employed successfully by the US Army throughout the campaign in North-West Europe, and they were never exported to allied countries.
español al inglés: Spanish Power Rangers magazine 78 editions (of 120) General field: Arte/Literatura Detailed field: Cine, películas, TV, teatro
Texto de origen - español POWER RANGERS. FASCÍCULO 78
LOS ARCHIVOS DE ALPHA 5
SERPENTERA
Un Zord diabólico
En la defensa del planeta Tierra, los Power Rangers contaron desde un principio con su ejército de Zords, unas sofisticadas y poderosas máquinas de combate que les ayudan a contener los ataques de los monstruos alienígenas. Era solo cuestión de tiempo que Lord Zedd quisiera disponer también de su propio robot de batalla.
Después de numerosos enfrentamientos, Lord Zedd empieza a desesperar y lejosde equilibrar las fuerzas, pretende jugar con ventaja y así doblegar a sus rivales sin ningún tipo de piedad. Por eso ha preparado algo muy grande.
En Angel Grove se detectan aires de cambio. Sobre todo, después de que los nombres de Jason, Zack y Trini hayan sido seleccionados para convertirse en embajadores de la paz en un importante encuentro internacional. Su inminente partida obliga a celebrar una reunión en el Centro de Mando para pensar en el futuro de los Power Rangers y, en esos momentos, las alarmas de disparan: «Los sensores del espacio exterior indican que Zedd ha empezado a cargar de energía un arma masiva», trata de explicar Alpha 5 muy alarmado. Con una expresión más grave de la habitual, Zordon se dirige hacia sus pupilos: «Ha llegado el día que más temía: Zedd ha completado Serpentera, una gigantesca máquina de destrucción». Billy enseguida intuye que el nuevo movimiento de Lord Zedd está relacionado con la partida de Jason, Trini y Zack, lo que Zordon corrobora: «Ese es su plan. Sabe que una vez que los tres hayáis partido, tendremos la mitad de nuestra fuerza. Eso podría ser desastroso, Power Rangers. Solo hay un camino, pero es muy difícil. Serpentera es más poderoso que todo a lo que os habéis enfrentado». Antes de que el grupo de Power Rangers original se separe definitivamente, Zordon les encarga una última y peligrosa misión: viajar hasta un lejano planeta en busca de una espada mágica que permitirá sustituir a los tres guerreros que parten por tres nuevos fichajes, pero Lord Zedd está dispuesto a evitar que se salgan con la suya y decide viajar personalmente hasta ese planeta a bordo de Serpentera.
Serpentera tiene el aspecto de un gran dragón volador chino donde confluyen rasgos de nueve animales diferentes: ojos de langosta, hocico de perro, morro de camello, bigotes de gato, cuernos de ciervo, melena de león, cola de serpiente, escamas de pez y garras de águila. En la mitología china, el dragón suele aparecer como una criatura beneficiosa que proporciona lluvia y agua, nada que ver con el carácter bélico y oscuro que adopta Serpentera en la serie de Power Rangers, pues se trata del Zord más poderoso de toda la Era Zordon. Su cuerpo parece recubierto por constantes descargas eléctricas que le confieren cierta apariencia de rayo volador y, aunque se desconoce exactamente cuál es su velocidad máxima, se estima que puede desplazarse con facilidad a velocidades superiores a las de la luz. En el interior de Serpentera hay una curiosa cabina de mando. En la parte delantera, atendiendo el panel de mandos, va sentado Goldar, quien se encarga de dirigir los movimientos de esta enorme bestia. Detrás de él, en una especie de pequeño trono, Lord Zedd viaja siempre controlando que se cumpla su voluntad. Como se puede comprobar, la máquina permite comunicaciones de largo alcance.
Traducción - inglés POWER RANGERS. ISSUE 78
THE ALPHA 5 FILES
SERPENTERA
A Devilish Zord
To assist them in the defence of planet Earth, from the beginning of the series the Power Rangers counted on an army of Zords. These are powerful, sophisticated combat machines that help them defeat the attacks of alien monsters. Of course, it was only a matter of time before Lord Zedd wanted to have his own personal battle robot.
After numerous confrontations, Lord Zedd begins to despair and looks for ways to gain an advantage that will allow him to punish his rivals mercilessly. This time, he has prepared something enormous.
In Angel Grove, winds of change are detected. Especially after the names of Jason, Zack and Trini are selected to become ambassadors of peace at a major international gathering. Their imminent departure forces a meeting at the Command Centre to discuss the future of the Power Rangers. As they begin, the alarms go off. “Sensors from outer space indicate that Lord Zedd has started charging a massive weapon with energy,” Alpha 5 explains with great alarm. With a graver expression than usual, Zordon addresses his team of Rangers, “The day I feared the most has arrived. Zedd has completed Serpentera, a gigantic destructive machine.” Billy immediately guesses that Lord Zedd's new move is related to the departure of Jason, Trini and Zack. Zordon agrees, “That's his plan. He knows that once the three of you are gone, we will be at half our strength. That could be disastrous, Power Rangers. There is only one solution, but it is very difficult. Serpentera is more powerful than anything you have ever faced.” Before the original group of Power Rangers finally leaves, Zordon entrusts them with one last dangerous mission - to travel to a distant planet in search of a magical sword that will allow the three departing warriors to be replaced by the three new recruits.
However, Lord Zedd is determined to prevent them from achieving their goal and decides to travel to that planet personally, aboard Serpentera.
Zedd’s new Zord has the appearance of a great Chinese flying dragon. Its features combine those of nine different animals, with lobster eyes, a dog's nose, a camel's snout, a cat's whiskers, deer's horns, a lion's mane, a snake's tail, fish scales and eagle claws. In Chinese mythology, the dragon usually appears as a benevolent creature that provides rain and water - nothing like the ferocious, dark character that Serpentera displays in the Power Rangers series. This is the most powerful Zord of the entire Zordon Era. Its body seems covered by constant electrical discharges that give it the appearance of flying lightning. Although its maximum speed is unknown, it is believed that it can move at speeds faster than light. Inside Serpentera, there is a curious control cabin. In the front part, at the control panel, sits Goldar, who is in charge of directing the movements of this enormous beast. Lord Zedd travels behind him on a kind of small throne, ensuring that his will is done. As we will see, the machine allows Zedd to make long-range communications.
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Periodista, traductor y subtitulador bilingüe inglés-español.
Soy periodista británico y traductor a tiempo completo con una óptima reputación para su trabajo profesional, bien estructurado, preciso y oportuno.
Después de 25 años trabajando en Venezuela y diez años en España, soy bilingüe en inglés y español y puedo trabajar tanto con el español latinoamericano como con el castellano de España.
Tengo títulos de Harlow College of Journalism (Reino Unido), Syracuse University SM&M School (EE.UU.) y soy profesor titulado de inglés como lengua extranjera (TEFL) y miembro Profesional de la Asociación Española de Traductores, Correctores e Intérpretes.
Tengo experiencia en una amplia gama de traducción y periodismo, y particularmente disfruto de los temas relacionados con Negocios y Finanzas, Marketing y Ventas, Viajes y Turismo, tesis universitarias y disertaciones. También soy un subtitulador experimentado tanto en español como en inglés.
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