View allAll Photos Tagged PushButton
1959 Country Squire with push button station wagon living equipment (2/2)
News item from the Washington Post, July 3, 1958:
TRAVELERS and sportsmen who would like to park their cars after a day's drive and set up camp by pushing a few magic buttons, may be able one day to do just that.
With the "pushbutton camper," a specially equipped experimental Ford station wagon, a traveling couple could pull into a parking area, lower a boat from the roof top, pitch their tent and set up a kitchen unit protected by an overhead awning -- almost without getting out of the car.
One push button lifts the boat and swings it over the side so it can be easily removed for launching. A car-top tent, containing a full-sized double bed, already made up and equipped with a reading lamp, is erected by another button.
After the tailgate is opened, a third button slides out the compact kitchen unit complete with an electric refrigerator and two-burner stove, a work table and meat cutting block, and a sink with hot and cold running water.
The roof compartment also houses a shower head, complete with curtain. Ford has no definite plans for mass producing such a vehicle. If consumer demand warranted it, a company official said, the automatic equipment could be produced by independent suppliers and installed by a Ford dealer.
From www.shorpy.com
September 29 is National Coffee Day. Is there a card for that?
The Orbea shop in Taipei has a coffee shop. It rocks. The store manager served up our espresso, and it wasn't from one of those sissy pushbutton machines, either.
Olly the Little White Van's pushbuttons at Harrow Morrisons.
START button, "What a Friend" button and "I can help" button.
This is a version of Stackduino.
Fresh from OSH Park.
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Stackduino 2 is the next step from the original Stackduino (reallysmall.github.io/Stackduino/). Stackduino is an open source motion controller, designed primarily for focus stacking, which interfaces with a stepper motor, limit switches and a camera shutter.
Key development targets for Stackduino SMD are:
1/ A smaller footprint
2/ More efficient use of battery power
3/ Provision for future expansion of functionality
Power
Automatic switchover between ac adapter and batteries is supported by an LTC4412 and Mosfet at a much lower forward voltage drop than using diode ORing for greater efficiency of battery use.
Step-down to 5v is handled with a LM2675 buck converter for considerable efficiency improvement over the standard linear regulator used in Stackduino 1.
Power on/ off is supported by the LTC2950 pushbutton controller. This also interfaces with the micro-controller to allow the system to switch itself off.
Core functions
MCP23017 port expander allows software control over most stepper driver functions, power monitoring and system switch-off.
FT232RL interfaces microcontroller with onboard usb port for simple reprogramming.
16x2 parallel lcd replaced with 128x64 OLED, which is more feature rich, smaller, uses less pins and less power.
I/O
Stackduino 1's DB9 port replaced with a DB15 port, supporting signals for:
Ground (3)
Stepper motor (4)
Limit switches (2)
Focus and shutter (2)
Digital pin (2 - currently unused, to support future functionality)
Analogue pin (2 - currently unused, to support future functionality)
The Dodge Mayfair was an automobile built by Chrysler Corporation of Canada Ltd. This vehicle was produced solely for the Canadian market from 1953 to 1959. Its American equivalent was the Plymouth Belvedere. It was based on the Plymouth, a vehicle that Chrysler of Canada had been offering since 1935 and Chrysler in Detroit started offering in export markets in 1936.
The Mayfair name first appeared as a 2-door hardtop in the 1951 Dodge Regent series, just as the Belvedere appeared in the Cranbrook series. The 1952 Mayfair adopted the same paint scheme as the 1952 Belvedere with the roof color sweeping down onto the rear trunk.
When the 1953 models were introduced, the Mayfair was again the hardtop in the Dodge Regent series. In April, 1953, though, Chrysler of Canada introduced a new, upscale series to do battle with the Chevrolet Bel Air and Pontiac Laurentian.
Thus the D43-3 Dodge Mayfair was introduced in both hardtop and sedan models. (Contrary to published articles, the D43-3 series was not a wagon). The exterior had the front fender trim extend onto the front door and backup lamps were standard. Interiors were two-tone, in either blue or green, with a matching steering wheel. With the new D43-3 Mayfair, Regent Mayfair hardtop was dropped.
Under the hood, the engine was increased from 218.0 CID to 228.1 CID. And Chrysler of Canada introduced Hy-Drive on Plymouth and Dodge models. The system was a torque converter that shared it oil with the engine, along with a clutch and a 3-speed manual transmission.
For 1954 the Mayfair used the interiors of the new full-line Plymouth Belvedere. The engine continued to be a 228.1 CID unit, and Hy-Drive continued as an option. For the first time since 1937, Chrysler of Canada offered a convertible in its Plymouth-based models, importing the Mayfair convertible from Detroit, being a Dodge Kingsway Custom convertible with Mayfair nameplates.
The V8 engine came to Chrysler of Canada's low-priced models in 1955. The engines were imported from Detroit with various covers, manifolds, electrical pieces and rubber parts added in Windsor. Only the Mayfair offered the V8. And both Plymouth and Dodge offered PowerFlite, 2-speed automatic with its new dash-mounted control lever. The Hy-Drive unit was eliminated.
Power Flite, Dodge Mayfair.
Things changed in 1956 when Chrysler of Canada opened a new V8 engine plant. The Mayfair was now V8 only, while the lower-priced Dodge Crusader and Dodge Regent could be had with either the six or V8. Early in the model the 270 cubic inch engine was unstalled while later in the year the all new 277 cubic inch version was introduced. A 4-door hardtop was added to the Mayfair line and the Powerflite automatic was controlled by new dash-mounted pushbuttons.
Totally new bodies designed by Virgil Exner debuted for 1957. They were a styling sensation with their low lines, plenty of glass and thin roof designs. Body engineering and tooling errors, though, resulted in a car that quickly gained a reputation for poor quality and rust. Chrysler Corporation's new 3-speed Torqueflite automatic was now available on all Mayfair models, still only with the 303 CID V8 engine, and all Chrysler Corporation cars adopted Torsion-Aire torsion bar front suspension.
Sales for 1957 were down from 1956 for all Canadian built Dodge models, but 1958 was a disaster with sales falling over 40%. Grilles, taillights and trim were all that were new for 1958. The Dodge Mayfair adopted the 313 CID poly V8 engine.
The Mayfair's last year was 1959, when it downgraded a notch to take the place of the Regent, while the Crusader was dropped from the line up. The 1959 Mayfair still came in two and four door versions of the sedan and hardtop, plus the imported 3-seat Custom Suburban station wagon and convertible. Although the wagon models were 318 CID V8 only, the other models were now available with either the 251 CID flathead six or the 313 CID V8.
For 1960 the Canadian Dodge based on the Plymouth would be replaced by another Plymouth-based car, the Dodge Dart. For 1960 the Mayfair would become a sub-model of the Dart line, and renamed the Phoenix.
The vehicle has been commonly referred to as a Plodge because of the extensive use of Plymouth components with Dodge front grilles and sold at Dodge sales outlets.
Shot on Kodak Ektar 100
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
In 1954, Western Electric began producing the Model 500 in colors, some of the available ones shown here. So you didn't have a choice of model, you could at least pick a color besides black. The Bell System introduced Touch Tone pushbutton dialing in 1964 and Western Electric began producing the Model 2500. First the 2500 had olny 10 buttons but later had 12 buttons, adding # and * and explaining these were for "future use".
Hello Postman Pat fans, and today I've found a non-kiddie ride version of the OMC Electronics Mini Postman Pat kiddie ride, with the coin box, coin slot, start button, speaker, and pushbuttons removed! Pat has no eyes and not sure about Jess though.
Link:
www.ebay.co.uk/itm/Postman-Pat-Jess-Fiberglass-Model/3328...
"We grow good people in our small towns, with honesty, sincerity, and dignity."
I grew up with those people.
They are the ones who do some of the hardest work in America ... who grow our food, run our factories, and fight our wars. They love their country, in good times and bad, and they're always proud of America.
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© 2008 Todd Klassy. All Rights Reserved.
Basic housing for 6x motor control. Now I have to 3D print the cover and assemble everything. SPI refresch cycle is 14 usec. Besides the 6 motor outputs there are 24 digital inputs. These are connected via the cover. On top of that there is a rotary encoder, 4 pushbuttons and 2 leds that indicate whether 5V or 9V is connected to the module.
And yes I know those long screws in the side plates still have to be replaced by shorter ones!
Basis behuizing voor 6x motor sturing. Nu nog het deksel uitprinten en alles monteren. SPI refresch cycle is 14 usec. Naast de 6 motor uitgangen zijn er nog 24 digitale ingangen. Die worden via het deksel aangesloten. Daar komt nog een rotary encoder op, 4 druktoetsen en 2 leds die aanduiden of er 5V of 9V aangesloten wordt op de module.
En ja ik weet het die lange schroeven in de zijplaten moeten nog vervangen worden door kortere versie!
See more car pics on my facebook page!
Ford unveiled the Thunderbird at the Detroit Auto Show on February 20, 1954. The first production car came off the line on September 9, 1954, and went on sale on October 22, 1954 as a 1955 model, and sold briskly; 3,500 orders were placed in the first ten days of sale. While only 10,000 were planned, 16,155 were sold in 1955.
As standard, the 1955 Ford Thunderbird included a removable fiberglass top; a fabric convertible top was an option, although commonly specified. The engine was a 292 Y-block V8, which got 18MPG. The car had fender skirts. The exhaust pipes exited through twin bumper guards, which are bolted to the rear bumper.
Created to act as a retort to the Chevrolet Corvette, it was also the first mass-produced edition of all the Ford Thunderbird models. A total of 53,166 units were produced for the three model years 1955-1957. It was produced with a Fordomaticautomatic or manual overdrive transmissions, and featured four-way powered seats and pushbutton interior door handles. Other unique features were a telescoping steering wheel[5] and a tachometer.
Equipped with a V8 engine, the Thunderbird could hit 110-120 mph. It was a smaller two-seat "personal luxury car", compared to many other much larger cars that were on the road in the 1950s. It was designed to be a brisk luxury tourer, and not a sports car.
- - -
(Wikipedia)
The 1956 Thunderbird sits on display at Universal Studios in Orlando Florida U.S.A.
Created to act as a competitor to the Chevrolet Corvette, it was also the first mass-produced edition of all the Ford Thunderbird models.
Equipped with a V8 engine, the Thunderbird could hit 110-120 mph. It was a smaller two-seat personal luxury car, compared to many other much larger cars that were on the road in the 1950s. It was designed to be a brisk luxury tourer, and not a sports car
It was produced with a Fordomaticautomatic or manual overdrive transmissions, and featured four-way powered seats and pushbutton interior door handles. Other unique features were a telescoping steering wheel and a tachometer.
For the 1956 model, more trunk space was added, the spare wheel was mounted outside(which helped free up trunk space),the exhausts were moved to the ends of the bumper, and air vents were added behind the front wheels to improve cabin ventilation. To improve rear-quarter visibility with the removable hardtop in place, porthole windows were made available as a no-cost option.
1941 Ford
The Ford car was thoroughly updated in 1941, in preparation for a time of unpredictability surrounding World War II. The 1941 design would continue in an aborted 1942 model year and would be restarted in 1946 and produced until the more modern 1949 Fords were ready. During the initial year of this car, it evolved considerably. The front fenders came in three pieces, the theory being that small damage could be replaced easily. During the year, it evolved into two pieces with the lower front and back sections being joined. The hood risers changed, the early ones being the same as 1940 Fords, changing during the year to the better later version. The 1941 Convertible had no rear side windows, the only side windows being in the doors; in 1942, quarter windows were added so the rear occupants could see out. Five different coil/distributor arrangements were used during 1941, causing confusion for mechanics. Other variations were: two different positions for the generator, and three for the cooling fan — front of the crankshaft, front of the generator (rare) and on a bracket. This is thought to be the first Ford to offer an oil filter. The two interior heaters were a "Southwind" gasoline burner, which had the advantage of keeping one warm in winter at drive-in movies (provided a small electric fuel pump was used), and a more ordinary hot-water type. Both had window defrosters. It had an excellent radio, which could consume the battery in about two hours. Electric windshield wipers were available in addition to the vacuum-powered wipers. Three different convertible power top mechanisms (vacuum, electric screw, and hydraulic) and two different header bar latching systems were used. Rear suspensions sometimes had a sway bar, most did not. It had excellent brakes for the time, and the best handling of an ordinary car at the time. It was a very transitional car.
The two previous Ford car lines, Standard and De Luxe, had blossomed into three, Special, De Luxe, and Super De Luxe. This time, the entry-level 136 CID (2.2 L) V8 was deleted in favor of a new 226 CID (3.7 L) L-head straight-6, the first Ford six since the 1906 Model K. The popular 221 CID (3.6 L) V8 remained as the top-line engine and was standard in De Luxe models. Both engines were rated at 90 hp. The 239 CID engine, introduced in 1939 for Mercury and trucks, was continued in the Mercury models. The chassis was longer, with a 114-in (2.9-m) wheelbase.
The "ignition key" for these cars was actually used to operate a bolt lock which, on one end, unlocked the steering column (a feature destined to return, mandated, decades later), and on the other end unblocked the ignition switch, allowing it to be operated. Starting the car was then accomplished by pressing a pushbutton on the dashboard, another feature destined to return with the advent of "smart keys".
Although starting cranks had been replaced by electric starters for decades, Ford cars included a manual starting feature until 1948 as an antidote to dead-battery syndrome. The wheel-lug wrench served as a handle (also for the jack) and the jack shaft with bayonet-coupling pins could be inserted through a small hole in the grille to engage a bayonet socket on the forward end of the engine crankshaft. A quick-and-easy twist of the handle was sufficient to start the flat head V8, and the bayonet coupling was self-disengaging for safety.
1946 - 1948
Civilian production resumed in July 1945, with an early start to the 1946 model year filling the public's thirst for new cars. The 1946 Ford was identical to the 1942 model under the skin, though a heavy new grille with horizontal bars and red accents modernized the car somewhat. The hood was widened by adding a center strip. One notable change was to use the 239 CID engine which since 1939 had been used in Mercurys and trucks, and capable of 100 hp (75 kW) for the first time. With steel in short supply, Ford produced a distinctive "Sportsman" convertible with wood side panels. The convertible had an electric top instead of manual one.
[Text from Wikipedia]
en.wikipedia.org/wiki/1941_Ford
This Lego miniland-scale Ford 1946 V8 Coupe has been created for Flickr LUGNuts' 103rd Build Challenge, titled - 'The Fabulous Forties!' - a challenge for any vehicle produced through the decade of the 1940s.
The pilaster and the pretty flowerbed are conceptually tasked with helping to bridge a 98-year architectural gap between a parking garage from 2002 (left) and an office building from 1904 (right). Do they succeed at their assigned task!
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In downtown Dayton, Ohio, on October 12th, 2019, off the west side of South Main Street between West 4th Street and West 5th Street, at the meeting point of the south wing of the Reibold Building (an office building erected 1904) and the Reibold Building Parking Garage (built 2002).
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Getty Thesaurus of Geographic Names terms:
• Dayton (7013511)
• Montgomery (county) (1002689)
Art & Architecture Thesaurus terms:
• accessory door hardware (300033305)
• beds (site elements) (300239937)
• beige (color) (300266234)
• brick (clay material) (300010463)
• corners (attribute or configuration) (300404760)
• dimension stone (300070045)
• office buildings (300007043)
• paint (coating) (300015029)
• panels (surface elements) (300069079)
• parking garages (300007807)
• pilasters (300002737)
• polishing (300053867)
Wikidata items:
• 12 October 2019 (Q57350627)
• 1900s in architecture (Q16482507)
• 1904 in architecture (Q2811011)
• 2000s in architecture (Q11186432)
• 2002 in architecture (Q2813968)
• Dayton-Kettering, OH Metropolitan Statistical Area (Q105129400)
• Dayton-Springfield-Kettering, OH Combined Statistical Area (Q105129400)
• Downtown Dayton (Q5303412)
• October 12 (Q2920)
• October 2019 (Q47087606)
• push-button (Q870870)
• Reibold Building (Q7309877)
• Southwest Ohio (Q14221358)
• swing-door operator (Q7658502)
• Treaty of Greenville (Q767317)
Library of Congress Subject Headings:
• Brick walls (sh85016796)
• Office buildings—Ohio (sh99002598)
• Urban plants (sh85141312)
Tutorial: www.instructables.com/id/Electronic-LEGO-DL-44-Blaster-Li...
This is a project I’ve been gradually modifying since spring 2014: a full-size replica of Han Solo’s iconic weapon, rigged up with a small microcontroller programmed by Arduino to play sound effects and to make the muzzle flash blink! Making this project was rather difficult to the say the least, and I frequently ran into errors with the LEGO mechanics, the Arduino programming, the sound box, and the battery power — but nonetheless, I’ve succeeded in making custom toy function. Pulling the trigger makes the gun’s hammer and firing pin (with rubber bands) strike a momentary pushbutton, which is wired to the circuit board to pulse the microcontroller’s sequence of blinking an LED and playing a PCM sound clip of Han Solo’s gun firing. The individual sound effect was extracted by me directly from the scene in Episode IV when Han correctly shoots Greedo first!
Microcontroller: ATmega328P-PU, coded with an Arduino Uno
Power: 2 AAA batteries (3 volts DC)
Tutorial: www.instructables.com/id/Electronic-LEGO-DL-44-Blaster-Li...
LEGO Ideas entry: ideas.lego.com/projects/76141
This is a project I’ve been gradually modifying since spring 2014: a full-size replica of Han Solo’s iconic weapon, rigged up with a small microcontroller programmed by Arduino to play sound effects and to make the muzzle flash blink! Making this project was rather difficult to the say the least, and I frequently ran into errors with the LEGO mechanics, the Arduino programming, the sound box, and the battery power — but nonetheless, I’ve succeeded in making custom toy function. Pulling the trigger makes the gun’s hammer and firing pin (with rubber bands) strike a momentary pushbutton, which is wired to the circuit board to pulse the microcontroller’s sequence of blinking an LED and playing a PCM sound clip of Han Solo’s gun firing. The individual sound effect was extracted by me directly from the scene in Episode IV when Han correctly shoots Greedo first!
Microcontroller: ATmega328P-PU, coded with an Arduino Uno
Power: 2 AAA batteries (3 volts DC)
"There is no need to do any housework at all. After the first four years the dirt doesn't get any worse. Never keep up with the Joneses. Drag them down to your level. It's cheaper.”
- Quentin Crisp
Tutorial: www.instructables.com/id/Electronic-LEGO-DL-44-Blaster-Li...
LEGO Ideas entry: ideas.lego.com/projects/76141
This is a project I’ve been gradually modifying since spring 2014: a full-size replica of Han Solo’s iconic weapon, rigged up with a small microcontroller programmed by Arduino to play sound effects and to make the muzzle flash blink! Making this project was rather difficult to the say the least, and I frequently ran into errors with the LEGO mechanics, the Arduino programming, the sound box, and the battery power — but nonetheless, I’ve succeeded in making custom toy function. Pulling the trigger makes the gun’s hammer and firing pin (with rubber bands) strike a momentary pushbutton, which is wired to the circuit board to pulse the microcontroller’s sequence of blinking an LED and playing a PCM sound clip of Han Solo’s gun firing. The individual sound effect was extracted by me directly from the scene in Episode IV when Han correctly shoots Greedo first!
Microcontroller: ATmega328P-PU, coded with an Arduino Uno
Power: 2 AAA batteries (3 volts DC)
46 ex.
In 2001 Bentley returned to Le Mans after an absence of 71 years, having last contested the world's most prestigious endurance race in 1930, scoring its fifth victory. Bentley's EXP Speed 8 sports prototype finished a creditable 3rd on its first outing at the Circuit de la Sarthe, and in developed form secured an historic sixth victory for the famous British marque in 2003.
To celebrate Bentley's renewed Le Mans campaign, the company introduced limited edition 'Le Mans' versions of the existing Continental R and Continental T models. This latest Continental had first been seen at Geneva in 1985 as a concept car - 'Project 90' - a mocked-up coupé intended to gauge public response to the idea of a high-performance car unique to Bentley, whose 1980s resurgence had hitherto relied exclusively on models sharing their basic architecture with other Rolls-Royce products.
When the real thing - the Bentley Continental R - was unveiled six years later, the waiting crowd burst into spontaneous applause. Styled with the assistance of consultants International Automotive Design, the Continental R benefited from computer-aided design and wind tunnel testing in the devising of its sleekly streamlined shape. Despite the need to incorporate non-traditional features such as doors recessed into the roof, the result looked every bit a Bentley, albeit one restated for the 1990s. Also new was the gearbox, a four-speed automatic with an 'overdrive' top ratio, but the main focus of interest was the newcomer's performance. Needless to say, this was outstanding, the combination of the 325bhp Turbo R engine in the new wind-cheating shape cutting the 0-60 mph time to under 6 seconds and boosting top speed to in excess of 150 mph.
For the exclusive 'Le Mans' variants, the 420 bhp engine of the Continental T was adopted together with a plethora of special features. The latter included flared wheel arches; green badges to the radiator, wheels and boot; 18" five-spoke alloy wheels; sports bumper package; four-pipe exhaust outlets; and 'Le Mans' wing badges. Interior upgrades consisted of drilled control pedals; pushbutton starter; sports seats with 'Bentley' headrest logos; stacked central instrumentation cluster with chrome bezels and green dials; dark walnut veneer with embossed Bentley badges; 'Le Mans Series' logo to the centre console; and a racing-style gear knob finished in chrome and leather.
This spectacular Bentley Continental R Le Mans was purchased by the current owner from Loris Kessel in Lugano, Switzerland, the official Bentley dealership in that region. It has been maintained by both Loris Kessel and Hessing Automotive (the official Dutch Bentley dealer), and later by Pon, which took over the official franchise from Hessing. The Continental Le Mans has been driven for some 145.000 kilometres, mainly on long-distance trips, and is in generally excellent condition. Accompanying documentation consists of Swiss registration papers and full Bentley service history.
Les Grandes Marques du Monde au Grand Palais
Bonhams
Sold for € 79.350
Estimated : € 80.000 - 120.000
Parijs - Paris
Frankrijk - France
February 2017
More copy describing the revolutionary Minolta Maxxum 7000.
Aside from the revolutionary autofocus scheme, this was also an iconic 1980s design in its motorized film advance, LCD top display, pushbutton interface, and complete dependence on four AAA batteries to operate.
Unfortunately for Minolta, courts would later rule that its autofocus scheme had infringed on Honeywell "Visitronic" patents from the 1970s. This would prove rather expensive for Minolta and the camera industry as a whole.
Considered one of the best-selling cars of its day, the Buick Special was a very stylish car with appeal to all types of buyers! With a wide range of full size body designs through the late 1950’s, and a host of available options, it was Buick’s way of offering an entry level form of luxury car to every American!
This brilliantly restored 1956 Buick Special Riviera (Model 46R) is a true delight to offer to the car collecting public! Finished in Seminole Red & Carlsbad Black two-tone exterior, and matching Black/Red Leather & Cloth combination interior, the car far exceeds how it ever left the factory new! Powered by its original 322ci OHV Nailhead V8 engine and DynaFlow automatic transmission, it charges down the road with an ample 220 horsepower! Options include power steering, power brakes, heater/defrost, pushbutton Sonomatic AM radio, electric clock, Trico automatic windshield washer, spot light, BF Goodrich Silvertown radial tires, added seatbelts, and more!
This wonderful car has seen a complete, professional restoration that began in 2008 with a complete disassembly & media blasting of the body to bare metal, with any amount of rust removed & replaced with metal, everything fully sealed, primered, and painted in a multi-stage PPG base coat/clear application! The results are nothing short of excellent! This work was all completed by Pacific Coast Custom and Classic located in Burbank, California. All chrome and trim has been re-plated and polished before reinstallation. The interior floor was fully insulated before an all new interior was installed. The leather & cloth seats were custom sewn and installed with precision along with leather armrests & package tray, form fitted carpet with matching floor mats, all rebuilt gauges, radio, & clock! All emblems, dash face, steering column, and steering wheel were refinished to be better than new! The entire car was fully rewired with period correct YNZ cloth covered harnesses! This finish work was all completed by Papa Jay’s Hot Rods based in North Hills, California.
The engine was fully rebuilt by Martin Davidson’s Automotive Machine Shop with new Egge pistons, Hastings moly rings, Egge rod & main bearings, & ARP rod bolts! The block was totally cleaned and magnafluxed, new freeze plugs installed, all 8 cylinders line-honed, the heads resurfaced and fitted with new intake & exhaust valves, valve springs, rockers, pushrods, and guides ready for todays unleaded fuels! The crankshaft was ground .020/.020 and fully balanced with the entire rotating assembly! All new cam bearings, every gasket, and every seal is totally new! This engine was completed in March of 2011 and has approximately 700 miles on it today! All period correct hoses, belts, and clamps are new, as well a new Harrison radiator, thermostat, rebuilt carburetor, heat core, correct fuel pump, oil pump, & water pump! The Dynaflow transmission was fully overhauled and works superbly going down the road! It is hard to explain the sheer level of attention to detail this gorgeous Riviera Special has received! All new window glass, mirror glass, all new suspension components, all new brakes components, new whitewall tires from Coker on powder-coated wheels, and so much more!!
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
Airline radio from about 1946. Has pushbutton tuning. Still plays great. I was listening to WWL in New Orleans while taking this picture. I live near St. Louis, MO
Likely made by Belmont Radio for Montgomery Ward. Airline was the house brand for radios sold by Montgomery Ward.
Auction Item 255
1941 Ford
The Ford car was thoroughly updated in 1941, in preparation for a time of unpredictability surrounding World War II. The 1941 design would continue in an aborted 1942 model year and would be restarted in 1946 and produced until the more modern 1949 Fords were ready. During the initial year of this car, it evolved considerably. The front fenders came in three pieces, the theory being that small damage could be replaced easily. During the year, it evolved into two pieces with the lower front and back sections being joined. The hood risers changed, the early ones being the same as 1940 Fords, changing during the year to the better later version. The 1941 Convertible had no rear side windows, the only side windows being in the doors; in 1942, quarter windows were added so the rear occupants could see out. Five different coil/distributor arrangements were used during 1941, causing confusion for mechanics. Other variations were: two different positions for the generator, and three for the cooling fan — front of the crankshaft, front of the generator (rare) and on a bracket. This is thought to be the first Ford to offer an oil filter. The two interior heaters were a "Southwind" gasoline burner, which had the advantage of keeping one warm in winter at drive-in movies (provided a small electric fuel pump was used), and a more ordinary hot-water type. Both had window defrosters. It had an excellent radio, which could consume the battery in about two hours. Electric windshield wipers were available in addition to the vacuum-powered wipers. Three different convertible power top mechanisms (vacuum, electric screw, and hydraulic) and two different header bar latching systems were used. Rear suspensions sometimes had a sway bar, most did not. It had excellent brakes for the time, and the best handling of an ordinary car at the time. It was a very transitional car.
The two previous Ford car lines, Standard and De Luxe, had blossomed into three, Special, De Luxe, and Super De Luxe. This time, the entry-level 136 CID (2.2 L) V8 was deleted in favor of a new 226 CID (3.7 L) L-head straight-6, the first Ford six since the 1906 Model K. The popular 221 CID (3.6 L) V8 remained as the top-line engine and was standard in De Luxe models. Both engines were rated at 90 hp. The 239 CID engine, introduced in 1939 for Mercury and trucks, was continued in the Mercury models. The chassis was longer, with a 114-in (2.9-m) wheelbase.
The "ignition key" for these cars was actually used to operate a bolt lock which, on one end, unlocked the steering column (a feature destined to return, mandated, decades later), and on the other end unblocked the ignition switch, allowing it to be operated. Starting the car was then accomplished by pressing a pushbutton on the dashboard, another feature destined to return with the advent of "smart keys".
Although starting cranks had been replaced by electric starters for decades, Ford cars included a manual starting feature until 1948 as an antidote to dead-battery syndrome. The wheel-lug wrench served as a handle (also for the jack) and the jack shaft with bayonet-coupling pins could be inserted through a small hole in the grille to engage a bayonet socket on the forward end of the engine crankshaft. A quick-and-easy twist of the handle was sufficient to start the flat head V8, and the bayonet coupling was self-disengaging for safety.
1946 - 1948
Civilian production resumed in July 1945, with an early start to the 1946 model year filling the public's thirst for new cars. The 1946 Ford was identical to the 1942 model under the skin, though a heavy new grille with horizontal bars and red accents modernized the car somewhat. The hood was widened by adding a center strip. One notable change was to use the 239 CID engine which since 1939 had been used in Mercurys and trucks, and capable of 100 hp (75 kW) for the first time. With steel in short supply, Ford produced a distinctive "Sportsman" convertible with wood side panels. The convertible had an electric top instead of manual one.
[Text from Wikipedia]
en.wikipedia.org/wiki/1941_Ford
This Lego miniland-scale Ford 1946 V8 Coupe has been created for Flickr LUGNuts' 103rd Build Challenge, titled - 'The Fabulous Forties!' - a challenge for any vehicle produced through the decade of the 1940s.
These two guarded pushbuttons are used to arm and activate the fuel jettison system on the A340. The output rate of the jettison system is approx. 1000kg/min.
What if Jolly Roger made a Noggin Clontith ride in 2009 under licence from Noggin Clontith, Ltd.?
Description:
From the extremely funny gnome who gnomes people all the time, Noggin Clontith will sure make you laugh with this fantastic funny little ride featuring funny sounds and a pushbutton with four funny sound effects!
This ride is based around Noggin which the rider sits on his back whilst doing a "gnoblin" pose from Noggin Clontith and features the soundtrack from "You've Been Gnomed" and four funny phrases from Noggin. This ride will share the same base and movement as the Fire Engine, Mini Train, Popeye, Mr. Blobby, Pink Panther and Trumpton but the coin slot and buttons will be located on the base like the R.G. Mitchell Animal rides.
The following phrases are:
1. "Hello, me old chum!"
2. "I'm gnot a gnelf!"
3. "I'm gnot a gnoblin!"
4. "I'm a gnome, and you've been gnomed!"
The attract mode and pushbutton sound is: "Hello, me old chum!"
Credit to Elias Flinter for the description for his fanmade rides.
Demonstration video: www.youtube.com/watch?v=a_xyQyoIves
Using the polyphonic sound code from my electronic Dry Bones sprites along with the structural functionality of my illuminated mosaic Link portrait, I’ve combined both concepts. In this new portrait, I use a grid of flat LED panels fastened on to the rear door, with a 16 Ohm speaker attached as well. Controlling the whole circuit is a homemade circuit board with an Atmel ATmega328P as the central brain, containing an Arduino code for playing the music and activating the lights. The biggest technological feat for this project is how I successfully managed to control the 12V LED panels through a small 5.5V AVR, through the help of transistors.
In layman’s terms, a small microcontroller like the ATmega328 is only capable of controlling circuits between 3-5.5V; anything else will burn out the chip. By using transistors attached to the digital outputs of the ATmega, I can control much larger loads, with the overall 12V input power being directed into the circuit via a voltage regulator. This new method allows me to control larger lights than simple LEDs, which opens new doors for potentially building more LEGO traffic lights and whatnot.
The physical LEGO portion was rather straightforward and didn’t have a lot of flaws. Towards the end of the construction, I had to slightly rebuild the project to use a small tactile button to activate the circuit. Originally I had a large momentary pushbutton installed near the bottom of the rear door: the button required too much pressure to push, which caused the structure to wobble and almost fall over when pressed.
Creating the circuit board and wiring the Arduino code was also rather simple, since I used the same functionality of the Dry Bones model. Unfortunately, when I was testing out the method of using transistors for controlling the LED panels, I accidentally loaded the 12V power into my Arduino Uno’s 5.5V input — thus frying it. After purchasing a new Arduino, I successfully did some breadboard experiments with TIP120 transistors to control the LED panels.
The LEGO structure opens like a book, and on the rear door are eight white SMD LED panels connected in parallel to three digital output pins of the ATmega — cathode to cathode, with the red positive wires being channeled into the positive terminal of the 12V power supply. For sound output, I created some makeshift speaker holes on the top right orange brick sprite: this was achieved by placing LEGO grille tiles over headlight pieces.
This is a version of Stackduino.
A slightly battle damaged, but so far mostly functional Stackduino 2 prototype.
Working:
- power regulation (4.96v)
- pushbutton on/off (although will probably add a stronger external pullup to Vin for reliability)
- ATMega 328
- FTDI usb interface
- Optocoupler camera interface
- mcp23017 hardware interrupts firing correctly using a sample sketch from www.gammon.com.au/forum/?id=10945 - my code using a customised Adafruit library currently not though. Some code debugging required.
- A4988 Stepper driver
- LTC4412 power switching with battery
Resolved:
- Digole OLED displaying strange characters instead of spaces and variables. This was a fault in the screen.
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
When I was wearing flairs and paisley shirts and had long uncontrollable hair (no really), this was THE car.
Big, bold, solid, curvy, powerful, yeah and a real novelty - a dashboard push button selector for the automatic gearbox.
This was the 2nd model (S series) release of the Australian made Valiant.It is rare to see these on the roads here now, as like me, they are getting long in the tooth. This sharp little number though, has been parking in the office carpark for the last couple of weeks near where I park my motorbike.
Automobile Challenge
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If you are interested, below is an edited bit of history.
The Chrysler Valiant is a passenger car which was introduced by Chrysler Australia in 1962 with production ceasing in 1981. Initially a rebadged locally assembled Plymouth Valiant from the U.S.,
After the American QX1 imported for evaluation had difficulty in converting to right-hand drive because the slant of the engine prohibited a simple steering box move, the first Australian assembled Valiant was released — The R Series in1962.
The RV1 Valiant was an instant success. Not everyone was taken instantly by the car's styling, but the general consensus was that the car had a modern, almost space age quality about it.
Mouth watering features included -
Floor-shifted three-speed manual with a non-syncro first gear or
Pushbutton-operated three-speed TorqueFlite automatic.
Options included a heater-demister unit and
"Moparmatic" deluxe pushbutton transistor radio.
It was the first Australian car to come with an alternator instead of a generator, and instead of coil springs, there was torsion bar suspension.
Many years later, the valiant ceased production and Chrysler Australia joined with Mitsubishi to produce their cars but production of passenger vehicles was discontinued altogether in March 2008.
The company continues to operate today as one of Australia's major importers of road vehicles.
The first generation Lincoln Continental were built from 1939-48 (Production stopped in 1942 due to the outbreak of WW2, started again in 1946), available in coupe or convertible body styles.
Only 2 dozen were built in 1939 and 400 in 1940, these cars had hand hammered body panels. Machine pressed panels were introduced in 1941. identical to the 39-40 cars, except for pushbuttons instead of handles on the '41 doors.
The styling changed in 1942, the Continental got a squared up look at the front, the grille now with horizontal bars.
After the war, the Continental got a facelift, the grille now an egg crate style and updated trim.
For 1947, walnut wood trim was added to the interior. Production ended in 1948.
Engine; 120hp 292 cu in Lincoln-Zephyr V12
2015 Pebble Beach Concours d'Elegance
The Presenter is a 4K Ultra High Definition (UHD) multitouch wall that can be purchased with an integrated and powerful PC. Our Presenter series incorporates the latest in TES (formerly 3M™) touch technology and optional integrated computer systems include an Intel® Core™ i7 quad core computer, the latest NVIDIA™ discrete graphics card, and single pushbutton power. To learn more about Ideum's Creative Services and hardware, visit our website at www.ideum.com.
"Hello, Igglepiggle!"
-The narrator, pushbutton sound and second SFX
Filmed and sighted at Victoria Shopping Centre in Southend-on-Sea.
Released by Jolly Roger in an unknown year under license from Ragdoll Productions for BBC. This unit is distributed by Photo-Me.
NOTE 1: The V2 has the opening theme and different SFX (including the attract mode as one of its SFX!) In fact, this is the only V2 of this ride that I have ever seen in my entire life!
NOTE 2: I may hate In the Night Garden... and the V1 of the kiddie ride, but I don't care much for the V2 because it's not so common.
This is the first Push-Button telephone that was introduced in Singapore on 3rd September 1979. Made by NSEM, type Unifoon IDK model NR5. I have this booklet that was passed down by my parents. The content explained about the phone and why residents should switch from rotary to push-button. :)
and stuck between Neutral and Drive
A 1960 Dodge Phoenix dashboard with it's unmistakable pushbutton transmission
The Australian FD LTD sedan was built from 1982-1984.
The ZK Fairlane and the more luxurious FD LTD were built on the longer wagon platform, giving more room in the back seat and a bigger boot, they also got an extra C pillar window. The Fairlane got twin headlights and an eggcrate grille, the American look of the time, and the LTD large rectangular headlights and a chrome vertical bar grille, a definite Mercedes Benz flavour. Like the new XE Falcon, the rear suspension was updated to Watts link. Interior trim was in line with the Fairmont Ghia, complete with velour inner door padding, deep cut pile carpeting and leather electric seats. There was also central locking and the entertainment was provided by a new AM/FM pushbutton multiplex radio cassette stereo system, complete with four speakers and a power antenna. All the other interior features of the Fairlane were in the LTD's specification, but with the addition of new rear seat head restraints.
Engines; 111kw 4.1 6 or 140kw 4.9 V8