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The actual famous German luxury vehicle manufacturer, BMW has launched this face lifted version of their luxury sedan model BMW 5 Series in India that has a competitive price tag.
BMW 5 Series Diesel 520d Modern Line
This face lifted version from the BMW 5 Series is offered with diesel engine...
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The Nikon COOLPIX S9700 is a compact travel zoom with a 30x optical zoom lens, a 16 Megapixel CMOS sensor and a 3 inch OLED screen with a 921k dot resolution. The COOLPIX S9600, launched at the same time, has a shorter 22x zoom, a lower resolution screen, lacks the built-in GPS and of course is priced a little lower.
Both models support fully manual exposure control with PASM modes selected from a conventional mode dial alongside a fully auto point-and-shoot mode and feature scene detection and composite stacking modes for HDR and low noise shooting.
The COOLPIX S9700 has built in GPS as well as Wifi, a popular combination in a travel zoom. Add in full resolution burst shooting at 6.9 fps, a wide range of movie modes including 1080p full HD and a choice of slow motion settings, and you’ve got a very capable sounding travel zoom which ticks all the boxes at a competitive price. To find out if the real-life performance lives up to its promise, I tested the COOLPIX S9700 alongside Canon’s PowerShot SX700 HS. Both models were launched during 2014 and updated in early 2015 to the S9900 and SX710 HS respectively. During the transition from one version to the other, bargains can often be found, so I thought it would be interesting to see how these pair of potentially discounted cameras compared. So read on to find out which of these two is the best bet for those looking for a powerful zoom in a compact form factor at a competitive price.
Nikon COOLPIX S9700 design and controls
In terms of size and weight, most of the popular recent compact super-zooms are very closely matched and the COOLPIX S9700 is no exception. It measures 109.6×63.5×34.5mm and weighs 232g including battery and card. Generally, if you want a smaller body you’re going to have to sacrifice zoom range and if you want a longer zoom you’ll be looking at bigger, heavier models. The COOLPIX S9700 will fit in your jacket or coat pocket.
With dimensions of 113x66x34.8mm the Canon PowerShot SX700 HS is a tiny bit taller and wider, but I reckon Canon and Nikon must be doing their measuring differently because back-to-back on the desk in front of me I can’t see a significant difference. At 269g with battery and card fitted the SX700 HS is a little heavier though. The Panasonic Lumix TZ60 / ZS40 is pretty much identical at 111x64x34.4mm and 240g and the same almost goes for the Sony Cyber-shot HX50V / HX60V, at 108x64x38.3mm it’s a fair bit thicker giving it a much chunkier appearance.
The plastic body is finished in gloss paint and is available in black, red or white. It feels sturdy enough and all the doors and flaps fit nicely, with the exception of the pop-up flash, which sits a little proud of its recess in the top panel. Opposite, on the other side of the slight hump that houses the Wifi aerial, there’s a recessed on/off button, shutter release with zoom collar and the mode dial which is set into the top panel with an exposed rear section that can be operated with your thumb.
On the rear panel the control layout is much the same as on the earlier COOLPIX S9500 with a slightly larger thumb pad. The movie record button is a little lower but still conveniently positioned for thumb operation and the multi-selector wheel below it is used for menu navigation as well as one-touch access to flash, exposure compensation, focus and self-timer settings. There’s also a new button that displays a map view, showing either your current location or the location of reviewed images.
The COOLPIX S9700 has a fixed 3 inch OLED screen with 921k dot resolution. There’s no question that this is a good quality screen, the image is highly detailed and very stable. The colour looks accurate (though obviously this doesn’t affect image quality) and the image is nice and contrasty, making it easy to see in all but direct sunlight. The OLED screen also has a wide angle of view, so you can still see pretty well even with the camera held at high and low angles.
The PowerShot SX700 HS has a 3 inch LCD screen with the same resolution as the COOLPIX S9700’s and there really isn’t much to choose between them. Like the COOLPIX S9700, the S700 HS display is bright, punchy and detailed. Note the more recent COOLPIX S9900, updates the S9700 with a fully articulated screen, a unique feature among its peer group. As for the latest Canon SX710 HS, the screen is the same as its predecessor.
On the right side of the S9700’s body there are two small doors above and below the central wrist strap fitting. The lower one is a mini HDMI port for connection to an HD TV with an optional cable. The upper one is a USB port that is used to charge the camera as well as for transferring photos and video from the card or the built-in memory. You can charge the camera via this port using either the supplied mains charger, or by plugging it into a notebook or other suitable power source. Personally, I think this is a more versatile and useful approach than that used by the PowerShot SX700 HS where the battery has to be removed and placed in an external charger. Having said that the latter method means you can still use the camera while the battery is charging if you have a spare.
The COOLPIX S9700’s EN-EL12 battery provides enough power on a full charge for 300 shots – 50 more than the PowerShot SX700 HS. But if you’re prepared to have the SX700 HS dim the screen after a couple of seconds and switch off after 3 minutes, Eco mode will extend the battery life to 360 shots.
The COOLPIX S9700 has a built-in flash that automatically pops up when required. There are four modes selected from a menu which appears when you press the top position on the the Multi selector wheel – Off, Red-eye reduction, Standard and Slow sync. The quoted range is 6 metres at the lens wide angle setting, on the face of it more powerful than the PowerShot SX700 HS, but I suspect the figure for the COOLPIX S9700 is quoted at a higher ISO. Neither the COOLPIX S9700 nor the PowerShot SX700 IS has a hotshoe, but the SX700 HS is compatible with Canon’s HF-DC2 external flash.
Nikon COOLPIX S9700 lens and stabilisation
The COOLPIX S9700’s 30x optical zoom has the same 25-750mm equivalent range as the PowerShot SX700 HS, but its f3.7 – 6.4 aperture isn’t quite as bright at the wide angle end of the range as the latter’s f3.2 – 6.9. The compensation is that it’s a little brighter at the telephoto end of the range. Note the latest versions of both cameras share the same lenses as their predecessors.
The 25-750mm equivalent range is impressive in a compact this size, and while there are other 30x compact zooms, the Lumix TZ60 / ZS40 and the Sony HX50V / HX60V being two examples, both of those models start at a slightly wider 24mm wide angle and fall short of the COOLPIX S9700’s telephoto reach by 30mm – so that’s a 24-720mm range compared with 25-750. In practice the difference is barely noticeable, but if you’re stuck in a tight corner, the fractionally wider Sony and Panasonic may be more useful. That said, there’s always the COOLPIX S9700’s Easy panorama mode for really wide views, something the PowerShot SX700 HS lacks. Redressing the balance, the SX700 HS Framing assist button helps you keep track of subjects when zoomed in, something that’s not quite so easy on the COOLPIX S9700.
Nikon COOLPIX S9700 coverage wide
Nikon COOLPIX S9700 coverage tele
4.5-135mm at 4mm (25mm equiv)4.5-135mm at 135mm (750mm equiv)
The COOLPIX S9700 has optical image stabilisation which Nikon calls Vibration Reduction or VR. Vibration reduction is set separately for stills and movie shooting with Photo VR activated from the Setup menu. In addition to the On and Off positions there’s a third option called Hybrid. This combines the optical stabilisation with in-camera post processing to digitally remove any blurring that remains. The digital correction is applied only under certain conditions, including when the shutter speed is slower than 1/30 at the wide angle setting or 1/250 at the telephoto focal length and when the sensitivity is 200 ISO or lower.
In addition to Vibration Reduction, Motion detection automatically raises the ISO sensitivity to enable selection of a faster shutter speed when either subject movement is detected or there’s a risk of camera shake. It’s quite a useful feature for beginners, who might be unaware of the consequences of shooting at slow shutter speeds, but it can be turned off and manual selection of the ISO sensitivity also disables it.
To test the COOLPIX S9700’s stabilisation I set it to Shutter priority exposure mode, zoomed the lens to its maximum 750mm equivalent telephoto setting and took a series of shots at progressively slower shutter speeds, first with Photo VR turned off and then with it on. As you can see from the crops below, the COOLPIX S9700 can produce blur-free shots down to 1/50 at the maximum zoom range, I managed the occasional sharp shot at 1/25 but for consistency 1/50 is the limit, at around four stops slower than the photographer’s ‘one over the focal length’ dictum suggests is safe, that’s pretty impressive by any standards.
Nikon COOLPIX S9700 Vibration Reduction
100% crop, 4.5-135mm at 135mm, 125 ISO, 1/50th VR off.
100% crop, 4.5-135mm at 135mm, 125 ISO, 1/50th VR on.
Nikon COOLPIX S9700 shooting modes
Compared with the PowerShot SX700 HS, the COOLPIX S9700’s mode dial is relatively uncomplicated with positions for PASM modes, Auto, Scene, Effects and a smiley face icon indicating Smart portrait mode. Program Auto sets the aperture and shutter speed automatically, Aperture Priority lets you set the aperture and the shutter speed is set automatically, Shutter priority is the other way around and in Manual mode you set both the aperture and shutter speed. If this is new territory for you, the COOLPIX S9700 is the ideal camera to learn about these manual and semi-auto modes in practice.
In the meantime, The green camera icon on the mode dial puts the COOLPIX S9700 into Auto mode. The difference between this and Program Auto is that there’s less for you to do. You can change the image size and quality from the shooting menu and adjust exposure compensation, but you can’t shift the exposure (adjust the aperture and shutter speed whilst maintaining the same exposure value), adjust the ISO sensitivity, white balance or any of the other options available from the Shooting menu in Program auto mode.
Switch the mode dial to the Scene position and the menu offers 18 scene modes including all the usual suspects from Portrait to Party via Landscape, Sports, Beach, Fireworks show, and Backlighting. There are two panorama modes for shooting 180 and 360 views. You press the shutter once and pan the camera as smoothly a you can. You can pan with the camera in portrait or landscape orientation – the COOLPIX S9700 works out which, you don’t need to tell it beforehand. Portrait mode produces the largest images which are 1536 x 4800 pixels for 180 panoramas and the 360 ones measure 1536 x 9600.
While it isn’t one of the best HDR modes around, the COOLPIX S9700 features Nikon’s Backlighting scene mode. HDR mode fires a fast burst of bracketed shots and produces a composite HDR image from them. The COOLPIX S9700 also includes a selection of 11 special effects filters – Soft focus, Pop, Super vivid, Cross process, two toy camera effects , Nostalgic Sepia, High-contrast monochrome, High key, Low key and Selective colour. Other than selecting the colour from an on-screen palette for the Selective colour effect and choosing one of four cross process colours, none of them is customizable. All can be used for movies but note there’s no Miniature effect like on the SX700 HS. Below you can see Nostalgic sepia, High-contrast monochrome, Selective colour, Pop, Cross process, and Toy camera effect 2 .
The shooting menu also offers something called Quick effects. With this activated you can apply effects filters to a shot just after you’ve taken it. Effects include Pop, Super vivid, Painting, Photo illustration, High key, Toy camera effect, Cross process, fish-eye, miniature and selective colour. To apply the effect you press the OK button in the centre of the Multi selector while the image preview is on the screen, but in fact you can apply the effects an any time by pressing the OK button when previewing images in playback mode. The filtered version is saved along with the original. Quick effects can’t be applied to movies, so, alas, no miniature effect for movie clips.
Finally, Smart Portrait mode automatically takes a shot when it spots a smile in the frame. It doesn’t offer the wink and face self-timer functions of the SX700 HS, but you can apply a skin softening filter, shoot in continuous or BSS modes and set blink detection.
Nikon COOLPIX S9700 movie modes
The COOLPIX S9700 has a best quality HD movie mode of 1080p25 which is encoded at an average bit rate of around 17Mbps. All of the video modes are available in PAL and NTSC compatible frame rates (i.e. 25/30 and 50/60fps) depending on the frame rate setting in the Movie menu, from here on I’ll use the PAL specifications. Next on the menu is an interlaced 1080i50 mode, followed by 720p25. That’s followed by a another 720p mode saved in Apple’s edit-friendly iFrame format, and lastly a VGA mode that records 640×480 resolution video at 25fps (or 30fps for NTSC video mode).
That’s just the normal speed modes; the COOLPIX S9700 also has several HS options for playback at speeds other than real time. HS480/4x shoots 640×480 video at 4x normal speed (100 or 120fps depending on whether you have PAL or NTSC video mode selected) which plays back at quarter speed. HS720/2x records 1280×720 at double the normal frame rate for half speed playback, and finally 1080/0.5x records full HD video at half the normal frame rate for double-speed playback.
Audio isn’t recorded with the HS video modes but I was pleasantly surprised to discover that you can use the effects filters. The only limitation on this is that the Soft and Nostalgic sepia effects are only available with the HS720/2x mode. I should also mention that you can’t use the use zoom or Full-time AF with the HS modes. That said, although they’re fairly even matched in terms of video modes, the PowerShot SX700 HS only offers low resolution VGA (640×480) and QVGA (320x 240) modes at 1/4 and 1/8 speed playback respectively.
The COOLPIX S9700 doesn’t have a movie position on the mode dial, so recording is started by pressing the dedicated record button whatever mode you’re in. One of the drawbacks of this approach is that you can’t frame up your shot very easily as the screen switches from 4:3 proportions to 16:9 (assuming you’re shooting in one of the HD modes). The PowerShot SX700 HS mode dial movie position makes this much easier, but the COOLPIX S9700 does at least have a display mode that superimposes the 16:9 area on the 4:3 screen for you.
The COOLPIX S9700 provides two autofocus modes for movie shooting, Single AF (AF-S), which sets the focus at the beginning of your clip and Full time AF (AF-F) which continually adjusts it. AF-S is the default, but if you want to record anything that’s moving, or if you’re panning the camera from near to far subjects, you need to switch to Full-time AF. The COOLPIX S9700’s full-time AF mode works very well. The only thing that taxed it was zooming, as you can see from my coffee cup test below it copes well, keeping focus on the subject even in low light conditions.
The COOLPIX S9700 doesn’t support any of the PASM exposure modes for movie shooting, regardless of the position of the mode dial and ISO, the sensitivity and exposure are set automatically. In that respect it’s the same as the PowerShot SX700 HS.
Nikon COOLPIX S9700 sample video 1: outdoors, sunny, handheld pan
Download the original file (Registered members of Vimeo only)
Except for the final slow motion example all these clips were recorded in the COOLPIX S9700’s 1080p25 mode with the focus set to the continuous AF-F mode. Here the COOLPIX S9700 handles the exposure well and produces good quality footage. The stabilisation does a good job during the pan, but the full extent of the zoom – 750mm equivalent keeping the frame steady is a lot to ask and there’s a bit of jumpiness.
Tech Specs
Effective Pixels (Megapixels)
16.0 million
Sensor Size
1/ 2.3 in.
Monitor Size
3.0 in. diagonal
Monitor Type
OLED with Anti-reflection coating
5-level brightness adjustment
Storage Media
SD memory card
SDHC memory card
SDXC memory card
Movie
Full HD: 1920x1080/ 60i
Full HD: 1920x1080/ 50i
Full HD: 1920x1080/ 30p
Full HD: 1920x1080/ 25p
HD: 1280x720/ 30p
HD: 1280x720/ 25p
HS 1920x1080/ 15p
HS 1920x1080/ 12.5p
HS 1280x720/ 60p
HS 1280x720/ 50p
HS 320x240/ 240p
HS 640x480/ 120p
iFrame 720/ 30p
iFrame 720/ 25p
VGA 640x480/ 30p
VGA 640x480/ 25p
ISO Sensitivity
ISO 125 - 1600
ISO 3200, 6400 (available when using P, S, A or M mode)
Battery / Batteries
Rechargeable Li-ion Battery EN-EL12
Approx. Dimensions (Width x Height x Depth)
4.3 in. (109.6 mm) x 2.5 in. (63.5 mm) x 1.4 in. (34.5 mm)
The car that soldiered on through all manner of hell, and came out king of the hill in the end, whilst by extension keeping the company afloat.
During the early 1970's the craze was the supercar, the Lamborghini Countach had shown the world the 'Wedge' and given us a new idea of speed with its 200mph cruising velocity. Across the world, everyone wanted a piece of the new supercar action, with the result of many weird and wonderful retreads. In Britain, it was a mixed bag. At British Leyland, they gave us the Triumph TR7, which leaked, broke and generally failed to deliver in spades, whilst at Lotus, they gave us the Esprit, and that was the exact opposite.
Originally, the concept dated back to 1972 when a concept car by Lotus was unveiled, being designed by the world famous ItalDesign, built onto the platform of the previous Lotus Europa. In the following years the design was tinkered and altered by renowned stylish Giorgetto Giugiaro in one of his memorable 'Folded Paper' designs, a nickname for his more angular models such as the DeLorean and the Maserati Merak. At the time the name was initially intended to be named the Lotus Kiwi, but instead chose Esprit to keep with the long running Lotus tradition of naming cars with the letter 'E'.
However, unlike the massively powerful supercars that the Esprit was meant to be competing with, the car was designed to embody both power and incredible handling. The engine was a lightweight 2.0L Type-907 4-Cylinder engine, a comparatively small powerplant that produced 160hp. But even so, the car had a top speed of 138mph and a 0-60 of 6.8 seconds, which even today isn't bad and could easily combat the likes of the modern Hot Hatchbacks. This is due largely to the fact that the original Esprit was built out of Fibreglass on a steel backbone chassis.
The original car was launched in 1975 at the Paris Motor Show, and at the start was a little lukewarm in its reception. Although it was lauded for its incredible handling and ability to grip just about any surface, the low power engine meant that it didn't take-off as much as it had intended, especially in the desired American market.
Fame thankfully was not that far away. At the time of production the James Bond films were looking for a new Bond Car, as it had been nearly 10 years since 007 had been paired with a single iconic motor. Seeing the opportunity for some product placement, Lotus' head of public relations, Don McLaughlin, decided to take matters into his own hands and drive a prototype Lotus with all the Lotus badges taped over to Pinewood Studios near London and park it outside the main office before going across the way to meet a friend. Within a matter of minutes a sizeable crowd had gathered to ogle the sublime mystery car. Eventually he came back, made his way through the crowds, climbed in and drove away without a word being said. It was ambitious, but it worked, and the film crew went out of their way to find out about this car.
In the end a Lotus Esprit was featured in the 1977 film 'The Spy Who Loved Me', where it was shipped to Corsica and became the epic motor in the fantastic escape scene between Bond, several henchmen in cars and a pursuing helicopter. During filming however, the chase was originally quite uninteresting as the Lotus' famous grip meant that performing powerslides and drifts were impossible. This led to the Lotus test driver, who had accompanied the car to the film site, taking over from the stunt driver and literally flailing the car and pushing it to its very limits to try and make the chase look more exciting. From that moment on, he took over as stunt driver and can be owed for making the spectacular chase even more spectacular, finishing off with one of the more iconic parts of the movie where the Lotus flew off the end of a jetty and splashed into the sea, turning into a submarine to investigate Karl Stromberg's underwater rig. Although the Esprit's featured in the underwater sequences were a mixture of models and miniatures with alkasalsa tables causing bubbles, Top Gear's Richard Hammond was able to prove that a submarine car could be made out of a technically similar Lotus Excel, although it did require the doors being welded, the tyres being filled with cement, the windows being replaced with perspex and the fitting of external propellers.
When the Spy Who Loved Me premièred in 1977, the Lotus Esprit was rocketed to fame for it's intense scenes, and what would have been an unremarkable 70's sports car became one of the most iconic motors of the decade. But sadly the end of the 1970's brought trouble to the Lotus company. An Oil Crisis sent fuel costs rocketing, and the idea of owning gas guzzling supercars became highly undesirable. This was compounded by a global recession which saw the promising American market collapse. Lotus' production fell from 1,200 cars per year to just under 400, and the company was unable to pay for the development of new models, which meant that the 10 year old Elite and Eclat couldn't be replaced. In 1982 the company's founder and famed Racing Driver Colin Chapman died suddenly of a Heart Attack, and his later involvement in the DeLorean scandal, which would have seen him imprisoned for at least 10 years for fraud if he had lived to see the trial, damaged the company's reputation. In 1994 the Lotus F1 team folded and at one point the company was so strapped for cash that they couldn't even fill the invoices. The company was bounced between ownership by General Motors, and then Luxembourg based A.C.B.N Holdings, and finally to Proton of Malaysia. But despite everything, the Lotus Esprit just kept on going, and kept the company alive, thanks largely to constant development.
Unlike many car companies struggling in the recession which maintained the continuous model and made only a few cheap alterations such as facelifts, the Esprit was developed time and time again to make a more innovative machine, but maintaining that winning style that had made it so popular in the first place. Changes to the drivetrain, updates in the engine, slight alterations to the styling and a continued competitive price tag made it cheaper than a Ferrari but just as desirable, often being quoted as 'Britain's Ferrari'. Another part of its success was down to its designers too, the fourth generation car being designed by Peter Stevens, who would later coin the McLaren F1, the world's fastest production car until the Bugatti Veyron of 2005. The fifth and final generation car of 1993 however has often been described as the best, combining the continued obsession with unbelievable amounts of grip, steering and handling with a 3.5L Lotus Type 918 Turbo V8, giving the car a top speed of 178mph at a rate of 0-60 in 4.4 seconds, which even today is fantastic and would easily put it in line with modern supercars. In straight lines the Esprit would struggle to keep up in a race, but on the corners, whilst other cars would slide and flail, the Esprit would be glued to the line and easily outdo the likes of the Ferrari 458.
Sadly, this performance couldn't bring the Esprit back to its bloom of youth, and the 28 year old design was eventually killed off in 2004 after 10,000 examples were built, being replaced by the Exige. However, plans were considered for a new Esprit to be launched in 2013 after unveiling a concept at the 2010 Paris Motor Show, but this was unfortunately not pursued and development was instead put into the Evora. Today Esprits are quite rare like many sports cars of the time, with later versions from the 1990's and early 2000's being more common than the early S1 and S2 models of the 70's and 80's.
But either way, the Esprit proved to the world that Britain could make a competitive, and powerful sports car. Although it wasn't exactly built for straight lines, Britain isn't a country that consists of straight roads, if you're off the motorway you'd be pressed to find a route that didn't wind and curve in every given direction. This is where the Esprit could win and indeed went on to do, often being considered the best handling sports car of all time, and one that defied the financial struggle, the recession, the fuel crisis, the scandal, the multiple ownerships and the failure of the company F1 team!
Jaguar Mk.IX (1959-61) Engine 3781cc S6 DOC Production 10.009
Registration Number LCP 229 (Halifax)
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Powered by the 220bhp version of the 3.8ltr. engine, the Mk.IX was the last of the big separate chassis saloons, plus all disc brakes and power assisted steering. Choice of manual or automatic transmissions, but more automatics..
In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for ₤1995 with manual gearbox, ₤2063 with overdrive, and ₤2163 with automatic transmission, which was less than half the price of similar competitors.
Shot at Brooklands Bus Museum New Years Day meeting 01:01:2013 REF 90-197 .
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I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
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The Topolino was the name given to an automobile model manufactured by Fiat from 1936 to 1955.
The Topolino (the Italian name for Mickey Mouse, meaning "little mouse") was the name given to the first Fiat 500 which was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side valve, water-cooled engine mounted in front of the front axle, and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered wind-cheating nose profile at a time when competitor vehicles confronted the world with flat near vertical front grills. The shape of the car's front gave it exceptional forward visibility[2].
Suspension at the back initially depended on quarter-elliptic rear springs, but somehow buyers frequently squeezed four or five people into the nominally two seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs[2].
Its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg-imp). The target price given when the car was planned was 5,000 lire[2]. In the event the price at launch was 9,750 lire [2], though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisaged, the car was very competitively priced[2]. Nearly 520,000 were sold.
(Wikipedia)
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Der Fiat 500 der Jahre 1936-57 war ein zweisitziger Kleinwagen der Marke Fiat. In Abgrenzung zu seinem gleichnamigen Nachfolger wird er mit seinem Spitznamen Topolino bezeichnet, das Modell der Jahre 1957–1975 hingegen als Nuova 500.
Der erste Fiat 500 − in Italien auch liebevoll Topolino genannt (zu deutsch: Mäuschen, aber auch der italienische Name der US-amerikanischen Comicfigur Mickey Mouse aus dieser Zeit) − wurde in den Jahren 1936 bis 1955 in drei Versionen insgesamt 516.646-mal gebaut. Außer der normalen zweisitzigen PKW-Ausführung (Berlina) gab es ab 1949 auch einen optional viersitzigen Kombi (Giardiniera Belvedere) und schon ein paar Jahre vorher einen kleinen Lieferwagen (Furgoncino). Alle Modelle waren mit Faltdach lieferbar. Für den Export nach England wurde eine viersitzige Cabriolimousine gebaut und die Firma Weinsberg baute einen Roadster. Konstrukteur des Topolino war der Ingenieur Dante Giacosa.
(Wikipedia)
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Bonhams
Parijs - Paris
Frankrijk - France
February 2019
Estimated : € 9.000 - 15.000
Sold for € 11.270
Replacement for the ubiquitous Model T, the Model A went on sale in December 1927 following a six-month shutdown of the Ford production lines. A more complex car than its predecessor, the 'A' was also more powerful, its 200.5ci (3.3-litre) four-cylinder sidevalve engine producing 40bhp - double the output of the T - which was good enough for a top speed of 65mph (105km/h). A three-speed sliding-gear transmission replaced the T's planetary gears; there was coil-and-battery instead of magneto ignition, and at last a brake for each wheel. The T's ungainly styling was abandoned and the eagerly awaited Model A's up-to-the-minute good looks, choice of colours (!) and, needless to say, competitive pricing, helped ensure its success. With the introduction of the new V8 for 1932, the four-cylinder Ford became the Model B, sharing the eight-cylinder car's chassis and body style, and for its final year of production in 1933 was marketed as the Model 40. The Model B was also produced in the UK from 1932 to 1935 with engines of either 2,043cc or 3,285cc.
This left-hand drive Ford Model B saloon was imported into the Republic of Ireland from the USA in October 1981 having been registered in the State of Ohio. Partially restored in 2007, the car is described by the vendor as in generally very good condition. Offered with Republic of Ireland registration papers.
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The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car that was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the model as an icon of the motoring world. The E-Type's 150 mph (241 km/h) top speed, sub-7-second 0 to 60 mph (97 km/h) acceleration, monocoque construction, disc brakes, rack-and-pinion steering, and independent front and rear suspension distinguished the car and spurred industry-wide changes. The E-Type was based on Jaguar's D-Type racing car, which had won the 24 Hours of Le Mans three consecutive years beginning 1955, and employed what was, for the early 1960s, a novel racing design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladderfame chassis, as was common at the time, was needed and as such the first cars weighed only 1315kg (2900lb).
On its release in March 1961 Enzo Ferrari called it "the most beautiful car ever made". In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. In March 2008, the Jaguar E-Type ranked first in The Daily Telegraph online list of the world's "100 most beautiful cars" of all time. Outside automotive circles, the E-type received prominent placement in Diabolik comic series, Austin Powers films and the television series Mad Men.
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Jay at a client's home washing her hair, while the children play happily near by.
My clients have the choice whether to shampoo and condition their hair prior to my arrival or they can indulge at no extra cost in a professional scalp massage at a portable hair basin.
I use professional salon shampoos and conditioners and also sell these at very competitive prices.
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
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I take it Universa was some sort of a store or mail order branding. I've seen it applied to all sorts of German cameras, but this is the first Wirgin SLR I've seen it on.
The Prismaflex was Wirgin's answer to the east German Praktica Nova. Both cameras sold in the same price bracket, and were actually quite cheap even compared to Japanese SLRs. Although also relatively primitive compared to them. For instance the Prismaflex has limited shutter speeds 1/30 to 1/500, a rewind knob instead of a crank, and the exposure counter has to be reset manually each time film is loaded.
In the 1950s the Edixa Reflex cameras were on the cutting edge of SLR technology - lever wind, interchangeable view finders and focus screens, automatic diaphragm operation, built in light meters and self timers...Edixa adopted the instant return mirror in 1960, years before most other German companies, and hot on the heels of Japanese companies.
But by the mid 1960s, Wirgin had fallen behind, and indeed from 1965 onwards there were no major innovations other than to adopt TTL metering which had been available from Japanese companies since 1963.
Wirgin went bankrupt in 1968, and the company was reorganized. Most of the camera models were dropped in favor of producing just two basic types. There were the Prismaflex LTL, and Prismat LTL - the difference being in the number of shutter speeds, both models featuring TTL metering. Then there was the venerable Model D, Edixa's Exakta beater, a fully manual camera with interchangeable viewfinders, shutter speeds from 9 seconds to 1/1000 and a self timer.
Although all of these were old fashioned by this point, they remained competitively priced, and there seem to be a lot of Prismat LTLs still around so they must have sold fairly well.
The end finally came in 1971 when the above models were terminated (apparently) and the ahead of its time Edixa Electronica TL was introduced. The Electronica TL should have been revolutionary with its electronic light metering and electronically controlled shutter, but it was rushed onto the market and proved to be an unreliable bomb. The Japanese got it right several years later, but in the meantime Edixa went under for good.
CF Jennings is a leading provider of local, national and European transport services, based in Aberdeen. Since 1971 this family-run business has worked with companies big and small, a distinctive fleet of vehicles carry out deliveries across Scotland, the rest of the UK and mainland Europe.
Operations team can arrange collections and deliveries of any shape or form, providing services such as general haulage, bulk loads, parcel collection and delivery, abnormal loads, transportation of hazardous goods, and a lot more.
CF Jennings prides itself on making quick decisions, being honest and providing a personal, quality service at very competitive prices.
Long term partnerships exist because of these qualities and newer relationships exist thanks to word-of-mouth, continuous quality feedback, and down-to-earth approach to business.
Being a smaller, family-run company has its advantages – CF Jennings are able to provide a quicker, more personal and straightforward service that often cannot be matched by others, leaving customers dissatisfied. That’s where CF Jennings comes in .
Working around-the-clock, often at very short notice, to get the job done.
DAF XF 105
Low operating costs, best driver satisfaction and high reliability: the key development criteria behind DAF’s trucks for the long haul.
The XF105 is the best proposition on the market today. Voted International Truck of the Year 2007 by an international panel of specialist journalists. It has the most spacious cab in its class, offers top comfort to the driver and high revenues per kilometre to the operator. It’s a top performer.
Designed for long distance haulage applications, the cab sets a
new standard for driver comfort. With a choice of Space Cab and Super Space Cab – both with generous interior dimensions – the XF105 offers more living, working and storage space than any other truck in its class. The result: drivers stay fit and fresh longer.
Powered for profit
The 12.9-litre PACCAR MX engine delivers excellent performance: from 410 hp up to 510 hp and high torque of between 2,000 and 2,500 Nm, with a maximum torque available between 1,000 and 1,410 rpm.
Also, with DAF SCR Technology it complies with either Euro 4 or Euro 5 exhaust gas emission standards. It is economical too, incorporating several technical advances that reduce fuel consumption. The XF105 also uses many low-maintenance components, which extends service intervals to further reduce operating costs.
High performance driveline
The driveline is carefully balanced to optimise performance under all operating conditions, and to make the most of the engine’s low fuel consumption. There is a choice of either a 16-speed manual or the latest AS-Tronic automated transmission to deliver power to the acclaimed DAF hypoid rear axle. There is also a hub-reduction axle for more demanding applications.
Choice of axle configurations
To ensure that the XF105 is ideally suited to each application it includes a choice of tractors and rigids with two-, three-, or four-axles.
XF105 has numerous styling and aerodynamic refinements. They include a restyled lower grille, which extends to the bumper and is more pronounced to channel more air and enhance performance. The lower grille also features an aluminium strip to signify compliance with the Euro 4/5 exhaust emission standards, while the upper grille is redesigned with cleaner lines. There is also a styled bumper, in which optional cat’s-eye combi-lights can now be integrated. The clear headlamps with virtually unbreakable Lexan protection can now also come as Xenon.
Wider field of vision
The four large, electrically adjustable and heated mirrors offer a much larger field of view for increased safety. The stylish aerodynamically designed mirrors are also optionally available in body colour.
Super Space Cab roof
The entirely restyled Super Space Cab roof is both pronounced and stylish. There is an integrated aerodynamic sun visor. While the optional integrated skylights, with twin 70W halogen spotlights, improve visibility and add an extra touch of style. It all adds up to a unique, powerful presence, both tough and inviting at the same time.
The PACCAR MX engine, developed and manufactured by DAF, combines excellent high performance with economical fuel consumption. It is available in 410, 460 and 510 hp versions with high torque of 2,000, 2,300 and 2,500 Nm respectively. Importantly, maximum torque is available between 1,000 and 1,410 rpm.
EUROPE: Designed to meet the crashworthiness requirements of EN 15227, Bombardier’s Talent 2 is the latest entrant in the competitive European market for regional EMUs. Dr Harry Hondius reports.
Formally unveiled at the InnoTrans 2008 fair in Berlin last September, Bombardier’s Talent 2 EMU is currently undergoing commissioning and acceptance trials before entering service with DB Regio in Germany.
Talent 2 is the latest in a series of new regional and suburban trainsets designed to meet the crashworthiness requirements of EN 15227. As such, it forms part of the second generation of EMUs to be designed by the manufacturers rather than the railway operators themselves. Talent 2’s main competitors are Alstom’s Coradia Continental, Siemens’ Desiro ML and Stadler’s Flirt designs.
Talent 2 has a strong heritage. The Talent 1 DMU was developed by Waggonfabrik Talbot in Aachen, just before Bombardier purchased the company in 1995. Unveiled in the spring of 1996, the regional diesel train was a completely new and striking design. Talent 1 proved very successful, with 223 diesel-mechanical and 63 diesel-electric sets built. In addition, 198 ‘Elektro Talent’ EMUs were built with Elin in Austria, of which 20 were for use in Hungary, making 484 trains in all.
Bombardier’s NINA EMUs for BLS have many similarities with Talent 1, including the Flex-Compact bogies, albeit with electrical equipment from Alstom; this family comprises 37 RABe525 S-Bahn sets and 13 RABe535 regional sets for the Lötschberg route. In Scandinavia Bombardier has delivered 90 Regina wide-bodied EMUs to Swedish operators. The company’s biggest success came in France, where 698 AGCs have been ordered along with 172 Spacium wide-bodied suburban EMUs for the Paris region. These two designs also use bogies from the Flex-Compact (formerly Wegmann) platform.
So why, with so many trains in production, has Bombardier developed another new design? Changing demands from operators and leasing companies and the new crashworthiness norms are the main reasons, along with the desire for greater flexibility to meet differing customer requirements over the lifetime of the train, especially regarding the number of doors and the entrance height.
Crashworthiness norms
From August 1 2008 any new rolling stock designs in the European Union must meet the crashworthiness requirements of EN 15277. These demand a survival space for the driver, and the train must remain structurally intact, safeguarding the passengers, in three specific scenarios:
* in a collision between two similar trains at 36 km/h,
* in a collision with a 90-tonne freight wagon at 36 km/h,
* in a collision on a level crossing with a 15 tonne lorry at 110 km/h.
Although the rules came into force in August there is provision for local safety authorities to allow a four-year transition period. So far the Dutch have taken the lead in demanding full application, with the latest Sprinter EMUs (RG 3.08 p180), 82 out of 437 GTW trainsets and the Protos EMUs all compliant. Alstom’s Coradia Nordic was also built to meet the crashworthiness criteria from its inception, but so far the Coradia Continental sets for DB do not (RG 5.08 p321). Whilst the ET 422 S-Bahn units are compliant, DB placed framework contracts in July 2008 for 120 Coradia Lint, 60 RegioShuttle and 60 Desiro Classic DMUs, which do not meet EN 15227; these will be ordered as and when DB Regio AG wins regional operating concessions.
Bombardier’s AGC and Spacium designs, as well as the Desiro ML from Siemens do meet the EN 15227 requirements. The NINA does not, nor do the 614 Flirts from Stadler, although a crashworthy Flirt variant has been prepared for future orders.
Among the second-generation competitors, Alstom has won orders for 150 Coradia Lirex Nordic and 141 Coradia Lirex Continental units, Siemens is supplying 17 Desiro Main Line EMUs in Germany and 305 for Belgium, and Stadler has 186 German orders out of 614 Flirts in total.
Framework contract
In February 2007 DB AG signed a framework agreement with Bombardier for Talent 2, providing for up to 321 trainsets to be supplied between May 2009 and December 31 2014. These will be converted to firm orders as and when DB wins regional or S-Bahn concessions which require new electric trainsets.
So far, firm orders have been placed for 76 sets:
* S-Bahn Nürnberg: 42 four-car sets of Class ET 442;
* Moselbahn, Koblenz – Trier/Perl: eight four-car and five two-car units;
* Cottbus – Leipzig: three four-car and three two-car units;
* Rhein-Sieg regional express, Aachen – Köln – Siegen: three three-car, 10 four-car and two five-car units.
This last order was valued at €60m, which equates to just €19 000/m²; this is a very competitive price indeed.
All-steel bodyshell
Developed in Hennigsdorf, Talent 2 is planned as a platform offering trainsets of two to six cars, varying from 40 m to 104 m in length (Fig 2). It is an all-steel welded car, with the bodies fabricated at Ceska Lipa. The principal concept behind Talent 2 is to offer the greatest operational flexibility terms of seating arrangements, toilets and door positions. The window panels have the same dimensions as the door panels, so that doorways can be added, or even removed, at a later date.
The end cars have entrances at 800 mm above rail. The floor height in the intermediate cars can vary depending on customer requirements. The option selected for the Nürnberg units was shown at InnoTrans: a small ramp links the floor at 695 mm above rail with the entrances at 773 mm. A Bode sliding step at 573 mm (Fig 3 left) serves 550 mm high platforms. An alternative arrangement (Fig 3 right) would have a ramp down from the 695 mm floor to a doorway at 598 mm, still only 50 mm higher than a 550 mm platform and a sliding step at 360 mm for lower platform heights.
To meet EN 15227, the end cars have hydraulic energy absorbers at two levels, in addition to the energy absorption qualities of the automatic Voith Scharfenberg coupler. A steel cage around the cab provides the survival space for the driver, enclosed by a GRP nose from Stratiform. Reinforcement of the articulations prevents damaging energy levels being transmitted to the inner coaches. The Hübner corrugated gangways provide an inter-car walkway 732 mm wide.
Talent 2 also runs on bogies from the Flex-Compact family like those used on AGC or Spacium which have H-frames with a degree of in-built flexibility. The primary suspension and axle guidance acts as a linkage to the axle boxes, connected to the frame via rubber bushes on the inner side and via steel primary springs with a vertical shock absorber on the outer side. Secondary suspension is by air springs, with rubber/metallic auxiliary springs on each side complemented by a vertical shock absorber, and two torsion anti-roll stabilizers, two yaw dampers and one horizontal damper. A central connection transmits traction and braking forces. Knorr electro-pneumatic wheel brakes act on 10 wheels, and spring-loaded parking brakes are applied to 12 wheels. One of the end bogies is equipped with electromagnetic track brakes and both end bogies have Delemon flange lubrication equipment.
A single pantograph feeds the electrical equipment which was designed at Västerås. Skoda asynchronous four-pole forced ventilated motors drive the two end bogies and the central articulation bogie. They have a maximum power of 505 kW and a continuous rating of 380 kW, with a maximum speed of 5 614 rev/min. The motors are fully suspended, and drive through a toothed coupling and 1:5·05 single-reduction Watteeuw gears which are suspended from the frame on one side and rest on the axle. Two-stage gearing is provided for the powered articulation bogie because of the limited space.
All of the equipment is mounted on the roof with the exception of the two transformers and the 110 V, 105 Ah batteries, which are slung under the floors of the end cars. The two transformers deliver 6 x 428 kVA. Each motored bogie has its own inverter, of which two include auxiliary inverters. A separate 500 W inverter feeds the 24 V DC circuit.
To meet DB Regio’s design requirements, the trains are fitted with Kiel’s Match type seats. The single-glazed windows come from Securit in Poland. Bode has also supplied the electrically operating sliding-plug doors. Because of EBA’s latest safety requirements, the closing of the doors is monitored by optical sensors in two dimensions and the doors are fitted with highly-sensitive rubber edging strips incorporating Mayser electronic sensors. The fully-accessible toilet compartment has a shell from Bahrain and fittings from Denmark.
Air-conditioning is provided on all vehicles. Each unit is rated at 2 900 m³/h when air is being recirculated, or 1 900 m³/h with fresh air. The end cars have provision for 31·75 kW of heating, compared with 33·4 kW for the intermediate vehicles, cooling rate for all cars is 27 kW. Warm air is fed into the saloons from below, cool air from the roof. The driving cabs are equipped with separate air-conditioning units, rated at 5·4 kW heating and 4·5 kW cooling. These can recirculate at 550 m³/h or add fresh air at 400m³/h. Overall train design is by Michel Sohn at Hennigsdorf.
A versatile family
Although we have not yet had the opportunity to sample the riding qualities of Talent 2, Bombardier seems to have made a serious effort to develop a largely-standardised steel-bodied trainset with the flexibility to deliver a variety of functional interior layouts without incurring heavy engineering costs. As well as the established Flex-Compact bogies, Talent 2 uses several elements that are well-proven in other DB series. The cab layout, for example, is identical to that of the Class ET 422 units.
In the private operator market, the closest competitor to Talent 2 is the Flirt, which does not yet meet EN 15227, is 1·8 m shorter, and carries 51 fewer passengers. The Flirt has 5·2% less power, and only four driven axles, but is 8·6% lighter.
This text is from railway gazette
"With the BMW M2 CS Racing, BMW M Motorsport continues its tradition of close-to-production vehicles. Like its two predecessors, the BMW M235i Racing and the BMW M240i Racing, it paves the way for ambitious teams and drivers to get involved in motorsport. The BMW M2 CS Racing boasts impressive driving figures and offers the performance of a pedigree race car at a competitive price. The BMW M2 CS (fuel consumption combined in l/100 km: 10.4–9.4 (NEDC); 10.1-9.2 (WLTP), CO2 emissions combined in g/km: 238–214 (NEDC); 229-210 (WLTP)), a BMW M GmbH special edition, is the perfect base for the new entry-level model. In close collaboration with BMW M GmbH colleagues..."
Source: BMW Motorsport
Photographed at Mondello Racetrack, Co. Kildare, Ireland.
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While capturing vessels berthed in Telford Quay at Aberdeen Harbour this afternoon Thursday 10th January 2019, this Colin Lawson Transport DAF XF truck arrived, a quick word with the driver asking for permission to take some photos of his truck , he gave me permission and these captures are the result.
Colin Lawson Transport .
History
Since buying his first lorry back in 1997, Colin Lawson has built his company up to the size it is today along with help from loyal office staff, also with employing the most experienced of drivers.
The company has grown enormously over the past years, growing alongside key customers supporting each other in good and bad times.
Colin Lawson Transport aim is to maintain a level of service second to none providing each customer with the same personal contact, building on long standing relationships.
One of the leading haulage companies in the North East of Scotland and have a reputation of providing a first class service built on our strong customer relationships.
Specialists within the oil and gas sector, working alongside general haulage fleet and heavy haulage fleet.
One of Aberdeen’s largest and most experienced haulage companies, operating a fleet of over 60 vehicles specialising within the oil and gas sector, complimenting both general haulage and heavy haulage fleet.
Also being one of the largest heavy haulage fleets in Scotland we have a multitude of variable trailers to meet individual customer needs. Driver training is paramount within our company and we undertake regular internal driving assessments along with ADR training to vastly improve our drivers skills.
Fleet of vehicles are one of the most modern and road friendly in our area purchasing from all major manufactures, our trailer fleet are predominantly all purchased from Dennison Trailers.
Business model has always been built on forging long standing relationships with customers, and treat every customer with the same working values, and strive to maintain this at every level.
CF Jennings is a leading provider of local, national and European transport services, based in Aberdeen. Since 1971 this family-run business has worked with companies big and small, a distinctive fleet of vehicles carry out deliveries across Scotland, the rest of the UK and mainland Europe.
Operations team can arrange collections and deliveries of any shape or form, providing services such as general haulage, bulk loads, parcel collection and delivery, abnormal loads, transportation of hazardous goods, and a lot more.
CF Jennings prides itself on making quick decisions, being honest and providing a personal, quality service at very competitive prices.
Long term partnerships exist because of these qualities and newer relationships exist thanks to word-of-mouth, continuous quality feedback, and down-to-earth approach to business.
Being a smaller, family-run company has its advantages – CF Jennings are able to provide a quicker, more personal and straightforward service that often cannot be matched by others, leaving customers dissatisfied. That’s where CF Jennings comes in .
Working around-the-clock, often at very short notice, to get the job done.
DAF XF 105
Low operating costs, best driver satisfaction and high reliability: the key development criteria behind DAF’s trucks for the long haul.
The XF105 is the best proposition on the market today. Voted International Truck of the Year 2007 by an international panel of specialist journalists. It has the most spacious cab in its class, offers top comfort to the driver and high revenues per kilometre to the operator. It’s a top performer.
Designed for long distance haulage applications, the cab sets a new standard for driver comfort. With a choice of Space Cab and Super Space Cab – both with generous interior dimensions – the XF105 offers more living, working and storage space than any other truck in its class. The result: drivers stay fit and fresh longer.
Powered for profit
The 12.9-litre PACCAR MX engine delivers excellent performance: from 410 hp up to 510 hp and high torque of between 2,000 and 2,500 Nm, with a maximum torque available between 1,000 and 1,410 rpm.
Also, with DAF SCR Technology it complies with either Euro 4 or Euro 5 exhaust gas emission standards. It is economical too, incorporating several technical advances that reduce fuel consumption. The XF105 also uses many low-maintenance components, which extends service intervals to further reduce operating costs.
High performance driveline
The driveline is carefully balanced to optimise performance under all operating conditions, and to make the most of the engine’s low fuel consumption. There is a choice of either a 16-speed manual or the latest AS-Tronic automated transmission to deliver power to the acclaimed DAF hypoid rear axle. There is also a hub-reduction axle for more demanding applications.
Choice of axle configurations
To ensure that the XF105 is ideally suited to each application it includes a choice of tractors and rigids with two-, three-, or four-axles.
XF105 has numerous styling and aerodynamic refinements. They include a restyled lower grille, which extends to the bumper and is more pronounced to channel more air and enhance performance. The lower grille also features an aluminium strip to signify compliance with the Euro 4/5 exhaust emission standards, while the upper grille is redesigned with cleaner lines. There is also a styled bumper, in which optional cat’s-eye combi-lights can now be integrated. The clear headlamps with virtually unbreakable Lexan protection can now also come as Xenon.
Wider field of vision
The four large, electrically adjustable and heated mirrors offer a much larger field of view for increased safety. The stylish aerodynamically designed mirrors are also optionally available in body colour.
Super Space Cab roof
The entirely restyled Super Space Cab roof is both pronounced and stylish. There is an integrated aerodynamic sun visor. While the optional integrated skylights, with twin 70W halogen spotlights, improve visibility and add an extra touch of style. It all adds up to a unique, powerful presence, both tough and inviting at the same time.
The PACCAR MX engine, developed and manufactured by DAF, combines excellent high performance with economical fuel consumption. It is available in 410, 460 and 510 hp versions with high torque of 2,000, 2,300 and 2,500 Nm respectively. Importantly, maximum torque is available between 1,000 and 1,410 rpm.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories
Marian-Themed Rosary by The Modern Catholic in honor of Nuestra Señora dela Soleadad de Porta Vaga. Pls. feel free to PM me for inquiries.
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Pls. like our Facebook Page www.facebook.com/pages/The-Modern-Catholic/129051907245943
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The Modern Catholic is a subsidiary of our Jewelry Business. We offer hand-made rosaries, loose stones (precious or semi-precious) for santo accessories, and other religious items like gold/white gold scapulars, crucifix pendants, and the like. We are trusted jewelers. This is a family business that started in the 1940's, From our great grandfather to us new gens.
Interested parties may get in touch with us directly. We have competitive prices and really good quality. Thanks and hope to hear from you soon! God bless!
This hotel was built in the 1920's and must have been a beauty in those days. Located in one of the most beautiful places around and it still has it's grace. It was very popular back in the days and a lot of wealthy and royal visiters booked a night in here.
Unfortunately it had to close in the 1960's and nobody knows what to do with this beautiful but detriorated building. Well, almost nobody except us...
Please visit www.preciousdecay.com for more pictures and follow me on Facebook on www.facebook.com/Preciousdecay
If you are interested in some of my work then please contact me by personal message. I can offer you various a-class materials for competitive prices and worldwide shipping.
As part of the Pinta Malasaña 2020 Art Project numerous examples of Urban Art have been incorporated into the decoration of the Market.
Located in the Plaza de los Mostenses, it is one of the city’s oldest markets. Built in 1946, much has changed since then. Today, its hallmark is undoubtedly its formidable mixture of cultures, gastronomy and food from the four compass points. East and west, north and south are represented in this central market, behind the Gran Vía, where we can find everything from Iranian caviar to a full range of the most exotic tropical fruit from South America.
The history of the Los Mostenses Market (which takes its name from the square in which it is held referring to St. Norbert’s Convent of the Premonstratensian or Montenses monks, who lived there until its demolition in 1810), is parallel to that of the Gran Vía. Behind it, inside a rationalist-style building, there is a market that has grown naturally.
Los Mostenses Market is a living organism combining the essential – a wide range of fresh products at competitive prices – with the unexpected: plenty of Korean products, a Chinese darner or an Iranian caviar dispensary. The market boasts more than one hundred stalls, spread out over three floors or located at street level, which are home to a wide spectrum of the food business – with a large representation of Latin American and oriental gastronomy – and it offers various services: hairdresser’s, reprography, florist’s...
The Fiat 500, commonly known as "Topolino", is an Italian city car produced and manufactured by Fiat from 1936 to 1955.
The name "Topolino" translates literally as "little mouse" in Italian, but is also the Italian name for Mickey Mouse.
The Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, (later an overhead valve motor) and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car's front allowed exceptional forward visibility.
Rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs.
With horsepower of about 13 bhp, its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg-imp). The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced. Nearly 520,000 were sold.
Three models were produced. Model A and B shared the same body, only the engine of model B had 16 hp, vs. 13 hp of Model A. Model A was produced from 1937 to 1948, while B was produced in 1948 and 1949. Model A was offered as a 2-door coupé, 2-door cabriolet and a 2-door van, while Model B also introduced a 3-door estate under the name 500 B Giardinetta ("estate car"). Model C was introduced in 1949 with a restyled body and the same engine as Model B, and was offered in 2-door coupé, 2-door cabriolet, 3-door estate and 2-door van versions. In 1952, Giardinetta was renamed Belvedere ("A turret or other raised structure offering a pleasant view of the surrounding area", referring to its sunroof). Model C was produced until 1955.
In 1955 the larger rear-wheel-drive Fiat 600 was launched by Fiat and that would become the design basis for the new Fiat 500, the Nuova 500.
The 500A is known to be hot rodded, once the car came to America. It was mostly hot rodded to a dragster, or a street rod.
This little FIAT 500 Topolino is certainly the smallest miniland-scale car I have ever built, 7-wide and 17.5 stud long. Nonetheless, the car has rear beam axle suspension and opening engine cover and doors.
[Text from Wikipedia]
en.wikipedia.org/wiki/Fiat_500_%22Topolino%22
This Lego miniland-scale 1947 FIAT 500 Topolino 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.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories.
Cheap Limo Service!! We have learned that customer repetition is also depended on good competitive prices along with the services and we are a local company we bet that we can offer you exquisite service in low rates since no third party is involved, we ourselves own & maintain our cars and the chauffeurs know & love their job, we offer 10 % off on all of our round trip bookings.
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If you talk to any cleaning expert, they will tell you that the one place where dirt hides and goes unnoticed in a home is under or inside the carpet. If it is not dust, it is food droplets, liquid stains, or even a chewing gum. Most of these foreign objects end up attracting pests into the house. Rather than wait to deal with dozens of issues, it is better if you look into the following tidying tips from the specialists.
Blotting
First and foremost, when you have any kind of stain on the rug, do not rub it. This only makes it spread or to ground deeper into the matting fibers. The trick is to blot the stains using a cleaning solution, clean cloth, sponge, paper or towel. You will apply the solution on either of the four items and press it on the stain to soak it up. Start from outside the stain as you move inwards.
The solutions
The next step is where we look at some of the most effective blotting solutions in the market. Club soda is number one on the list. This detergent is known for its efficiency in clearing beer and wine stains. You just have to use it accordingly and follow the blotting process. Nevertheless, you could also mix equal amounts of water and vinegar and pour it in a handheld spray. It is then sprayed on the affected area and left for 10 to 15 minutes to soak in after which a clean cloth is used to soak up both the solution and stain.
In case you didn’t know, the shaving cream is a good cleaning solution for general stains. The procedure starts with the application of the cream on the stain and leaving it for 30 minutes. After that, you will blot with a tidy and dry white cloth. You can then finish up by using the vinegar and water solution and wiping the area clean.
Another readily available solution you can use is the dish washing detergent. It clears out grease stains much better than other solutions. All you need is a drop or two of the dish washing detergent mixed with a cup of water and poured in a handheld spray bottle. Spray on the stain and blot. Before we proceed, you should know that, in all the methods mentioned above, you may have to repeat two or three times to get the best results.
Gum and wax removal
Since stains are not the only dirt found on floor coverings, we will wind up by looking at methods of removing chewing gum and wax. Gum is probably the easiest because all you need are ice cubes. Place them on the gum for less than a minute to freeze it. Get a pair of scissors, lift the glob and cut the strands of carpet closer to the gum. As simple as that.
For the wax, you will need an iron and a white cloth. The latter is placed over the former which is put on top the wax to warm it up. You should then get a butter knife or something that can scrape the wax. Repeat using a paper towel instead of a cloth. This time, the wax will stick to the towel.
From the look of things, it may be a bit hard to muster all these procedures especially if you have other priorities to think about. That is why you should let us take care of the mess. We are experts at tidying up rugs and disinfecting them too. Our company is the best you could ever get as far as quality service delivery, competitive pricing and reliability are concerned. Take a look at our website at www.carpetcleaners-christchurch.com/ to familiarize yourself with what you stand to gain.
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Fashion Royalty Dolls by Jason Wu, Integrity Toys, Designer of Michelle Obama's Inaugural Inauguration Ballgown Gown Dress
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Prod. 1981-1999/2001
Sn. 2475515
Top of the line 1981.
X-700 brochure:
"The X-700 is Minolta's fully-programmed, micro-computerized Automatic Exposure 35mm SLR. It's a simple-to-operate Automatic Exposure camera, selecting both aperture and shutter speed in Programmed Automatic Exposure mode (P mode). So all you have to do is focus-and-shoot. The X-700 also offers Aperture-Priority Automatic Exposure control (A mode) and a full-metered manual exposure control (M mode), in addition to many other features that make photography more fun and enjoyable than ever before."
wikipedia:
T"he Minolta X-700 is a 35 mm single-lens reflex film camera introduced by Minolta in 1981. It was the top model of their final manual-focus SLR series before the introduction of the auto-focus Minolta Maxxum 7000.
The X-700 was awarded the European "Camera of the Year" award in 1981, and its competitive pricing resulted in its becoming the most successful Minolta camera since the SRT line."
kenrockwell.com:
"A testament to its lasting and good design, it was introduced in the early 1980s and was in continuous production until the beginning of 2001. I had a very new one with a serial number above 3,000,000, and I also bought an X-570 (it's brother) back in 1982."
From x-700 owners manual:
Elecronically governed 35mm single-reflex AE camera.
Exposure-control modes:
Fully programmed (P), aperture-priority automatic (A), and metered manual (M).
Exposure control and functions:
Low-voltage, low current computer circuit incorporating quartz crystal for sequential control to 1/30,000-sec. accuracy, large-scale ICs, samarium-cobalt impulse-release magnets, and linear-resistance inputs) varies both aperture and shutter speed steplessly according to special "faster-speed" program in P mode, or varies shutter speed steplessly according to aperture set in A mode, to yield proper exposure for the film speed and exposure adjustment set; auto-exposure range: EV 1 to EV 18 (e.g., 1 sec. at f/1.4 to 1/1000 at f/16) at ISO 100/21° with f/1.4 lens; AE-lock device holds meter reading for exposure at that value regardless of subject-brightness changes.
Shutter:
Horizontal-traverse focal-plane type; electronically controlled stepless speeds 1/1000 to 4 sec. set automatically with endlessly rotatable selector dial locked at "P" or "A" setting or fixed speeds 1 to 1/1000 sec. or "B" (bulb) set manually at detented dial indications; electromagnetic shutter release locks when voltage too low for proper operation.
Metering:
TTL center-weighted averaging type, by silicon photocell mounted at rear of pentaprism for available light, measured full aperture for normal finder display, then at taking aperture for programmed/automatic-exposure setting/determination or stop-down display; by another SPC mounted with optic in side of mirror compartment for TTL off-film Direct Autoflash Metering at taking aperture during exposure to control burst duration of PX-series flash units.
Film-speed range:
ISO 25/150 to 1600/330 set by ASA dial that locks at 1/3-EV increments.
Exposure-adjustment control:
Up to ±2 EV continuous adjustment of P, A, or M exposure by dial that locks at zero position and each 1/2-EV setting.
Mirror:
Triple-coated oversize instant-return slide-up type.
Viewfinder:
Eye-Level fixed pentaprism type showing 95% of 24x36mm film-frame area; magnification: 02X with 50mm standard lens focused at infinity; power: -1D, adjustable with accessory Snap-On eyepiece lenses; Fresnel-field focusing screen having artificially regular-patterned matte field plus central split-image horizontally oriented focusing aid surrounded by microprism band, interchangeable with Type P1, P2, Pd, M, G, L, S, or H screens at authorized Minolta service stations; visible around frame: mode indication (P, A, or M), shutter-speed scale (1, 2, 4, 8, 15, 30, 60, 125, 250, 500, and 1000) with LED setting indication, triangular over-/under-range LED indicators blinking at 4Hz, flash-ready signal (LED next to "60" blinking at 2Hz), FDC signal ("60" LED blinking at 8Hz for 1 sec. after correct flash exposure), mis-set lens warning (mode indication blinking at 4Hz in P mode, battery check (by glowing of any LED when operating button touched or pressed slightly), f-number set with MD or MC lenses, and exposure-adjustment engaged indication (LED blinking at 4Hz); display and metering activated by normal finger contact or slight pressing of operating button and continue for 15 sec., except go out after shutter release.
Flash Sync and Control:
Hot shoe and PC terminal for X sync; camera-control contact on hot shoe for flash ready signaling and automatic setting of shutter at 1/60 sec. (except when mode/shutter-speed selector set for sync at "B") with PX and X flash units; other electronic units synchronize at 1/60 sec. and slower manual speeds or "B" setting; Class MF, M, and FP flashbulbs, at 1/15 sec. or slower settings; second contact on hot shoe for burst control by Direct Autoflash Metering with PX units.
Power:
Two 1.5v alkaline-manganese (LR44: Eveready A-76 or equiv.), two 1.55v silver-oxide (SR-44: Eveready S-76, EPX-76, or equiv.), or one 3v lithium (CR-1/3N) cell(s).
www.trustedeal.com/ China Wholesale - Buy China wholesale products at competitive price: wedding dresses, red wedding dress, bridesmaid dresses, flower girl dresses, mother of the bride dresses, maternity wedding dress, women/men shoes, naruto costumes, bleach cosplay, cosplay costumes, kingdom hearts cosplay, spiderman costumes, superhero costumes and more.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories
Somebody asked for a closer look to this
Montepulciano what a beautiful city! The first time I've been to Montepulciano everything I had in mind was the song of Hooverphonic ... which also has nothing to do with the Tuscan town. I remember that I had parked my car in the "low" parking: bad idea if you have two strollers! In the end I was crazy tired, I had not understood the town and I was also angry and hungry. Luckily I went back three more times, I was gradually losing the strollers and I began to appreciate the incredible nature of this wonderful town. The medieval urban layout is precisely of the fifteenth century. Montepulciano is built so to speak, around the tip of a hill, and so it can be reached either from above, or from below, but, in any direction, it follows that the streets are narrow and the houses tall ... there is little light in Montepulciano and maybe that's what makes it suitable for a town of vampires ... not everyone knows that the famous scenes of Volterra in New Moon actually were shot in Montepulciano. According to local gossip aesthetics has little to do with the choice ... seems that the municipal authorities of Volterra did not like the idea of the occupation by the film crew, who for the time of the shooting, would have disturbed the regular city traffic. So the producers have turned to Montepulciano, which, even imagining the interesting tourist impact, did not need asking twice. In fact Montepulciano with its narrow streets, many underground, the little light is suitable for vampire stories ... the basements must be said, are mostly used as wineries in Montepulciano because they produce an excellent wine ... not to mention the excellent food ... the only real danger in this beautiful city, is to take a few pounds and spend all your left money in beautiful handmade really beautiful leather shoes and bags that they sell and which have very competitive prices. Another danger is to slip on these streets so steep, one wonders how the bus driver manages the job (of course they have mini-buses). There is also a yearly race, in which the contestants must travel through the city pushing a barrel weighing 80 kg. for about 2 km. and these riders are true athletes usually provided by other disciplines ... I can not imagine myself making such a feat. One of these leather crafter, just to go back to movies, provides large books and leather notebooks at Harry Potter himself :-). In town, the architectural monuments can be visited, and all the buildings are of great value, but the one I like most is the beautiful church of San Biagio designed by Antonio da Sangallo, just outside the city walls. Wonderful! What geometry and balance. The plan is taken from Filippo Brunelleschi's works, and was also used for the original design by Bramante and Michelangelo for St. Peter's Basilica. And of course do not forget the poet Agnolo Poliziano, as the name says, a native of Montepulciano. I left my small contribution to Origami for the people.
Model from great David Mitchell's Mathematical Origami four tetrahedra and an octahedron compound: funky puzzle, easy to assemble, great for didactics (and for yourself) :-)
See Montepulciano set
Seat Ibiza (2nd Gen-Pre Facelift) Cupra 20VT (1993-99) Engine 1781cc 20VT (154bhp)
Production 1,532.267 (all 2nd Gen models)
Registration Number KB 51 BDF (Luton)
SEAT SET
www.flickr.com/photos/45676495@N05/sets/72157624043245864...
This second generation Seat Ibiza was the firstgeneration fully developed and produced under VAG ownership. Based on the Volkswagen Group A03 platform, which was also used one year later by the Volkswagen Polo Mk3 (Typ 6N)..
Designed by Giorgetto Giugiaro of Ital Design
The model was available as a three and five door Hatchback and five door Estate, with a sister Saloon, Coupe version launched separately as the Seat Cordoba
The range was mildly facelifted in 1996 with smoother bumpers, a new grille and head lights and revised trim levels
The second facelift in 1999, with a revised front and rear, and interior updates.
Under Volkswagen's ownership, SEAT was marketed as a sporty and youthful brand, whose cars were sold at competitive prices. SEAT later introduced a more powerful hot hatch, dubbed Cupra, and equipped with a turbocharged 1.8-litre engine of 154bhp in 1999, to be joined by the 178bhp 1.8-litre turbocharged Cupra R, of which only 200 units were produced during the 2002 model year
Thankyou for a massive 55,149,205 views
Shot 03.07.2016 at Cars in the Park, Beacon Park, Lichfield REF 121-305
AC 428 Frau Fastback Convertible (1976-72) Engine 7015cc V8 OHV Production 80 (51 Convertibles + 29 Fastback coupe's)
AC CARS SET
www.flickr.com/photos/45676495@N05/sets/72157623759779024...
The AC Frua or AC 428 was a GT built by AC from 1965 to 1973.
The Frua is built on an AC Cobra 427 Mark III chassis extended by 6 inches Chassis were built at the AC plant in England then shipped to Frua's workshop in Italy where the body was fitted and then sent back to England to have the power train and trim added. The cost was high and the cars could not be sold at a competitive price unlike some other Italian built supercars the AC Frua features fully independent racing based coil spring suspension.
the car had immense performance; the big-block Ford FE engine had larger capacity, more torque and more power than similar Italian cars, but in a car of similar weight.
The AC Frua may be confused with the very similar looking Pietro Frua designed Maserati Mistral. However, only the front quarter windows and door handles are shared.
Many thanks for a fantabulous 37,442,100 views
Shot at the Haynes International Motor Museum Sparkford, Somerset 23rd June 2015 Ref 107-005
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories.
This hotel was built in the 1920's and must have been a beauty in those days. Located in one of the most beautiful places around and it still has it's grace. It was very popular back in the days and a lot of wealthy and royal visiters booked a night in here.
Unfortunately it had to close in the 1960's and nobody knows what to do with this beautiful but detriorated building. Well, almost nobody except us...
Please visit www.preciousdecay.com for more pictures and follow me on Facebook on www.facebook.com/Preciousdecay
If you are interested in some of my work then please contact me by personal message. I can offer you various a-class materials for competitive prices and worldwide shipping.
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"Auto Museum Volkswagen - Germany - Wolfsburg"
_______________________________________
The Ford Model T (colloquially known as the Tin Lizzie, T‑Model Ford, Model T, T, Leaping Lena, or flivver) is an automobile that was produced by Ford Motor Company from October 1, 1908, to May 26, 1927. It is generally regarded as the first affordable automobile, the car that opened travel to the common middle-class American; some of this was because of Ford's efficient fabrication, including assembly line production instead of individual hand crafting.
The Ford Model T was named the most influential car of the 20th century in the 1999 Car of the Century competition, ahead of the BMC Mini, Citroën DS, and Volkswagen Type 1. With 16.5 million sold it stands eighth on the top ten list of most sold cars of all time as of 2012.
Although automobiles had already existed for decades, they were still mostly scarce and expensive at the Model T's introduction in 1908. Positioned as reliable, easily maintained mass market transportation, it was a runaway success. In a matter of days after the release, 15,000 orders were placed. The first production Model T was produced on August 12, 1908 and left the factory on September 27, 1908, at the Ford Piquette Avenue Plant in Detroit, Michigan. On May 26, 1927, Henry Ford watched the 15 millionth Model T Ford roll off the assembly line at his factory in Highland Park, Michigan.
There were several cars produced or prototyped by Henry Ford from the founding of the company in 1903 until the Model T was introduced. Although he started with the Model A, there were not 19 production models (A through T); some were only prototypes. The production model immediately before the Model T was the Model S, an upgraded version of the company's largest success to that point, the Model N. The follow-up was the Ford Model A (rather than any Model U). The company publicity said this was because the new car was such a departure from the old that Henry wanted to start all over again with the letter A.
The Model T was Ford's first automobile mass-produced on moving assembly lines with completely interchangeable parts, marketed to the middle class. Henry Ford said of the vehicle:
I will build a car for the great multitude. It will be large enough for the family, but small enough for the individual to run and care for. It will be constructed of the best materials, by the best men to be hired, after the simplest designs that modern engineering can devise. But it will be so low in price that no man making a good salary will be unable to own one – and enjoy with his family the blessing of hours of pleasure in God's great open spaces.
Although credit for the development of the assembly line belongs to Ransom E. Olds with the first mass-produced automobile, the Oldsmobile Curved Dash, beginning in 1901, the tremendous advancements in the efficiency of the system over the life of the Model T can be credited almost entirely to the vision of Ford and his engineers.
CHARACTERISTICS
The Model T was designed by Childe Harold Wills, and Hungarian immigrants Joseph A. Galamb and Eugene Farkas. Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team. Production of the Model T began in the third quarter of 1908. Collectors today sometimes classify Model Ts by build years and refer to these as "model years", thus labeling the first Model Ts as 1909 models. This is a retroactive classification scheme; the concept of model years as we conceive it today did not exist at the time. The nominal model designation was "Model T", although design revisions did occur during the car's two decades of production.
ENGINE
The Model T had a front-mounted 2.9 L inline four-cylinder engine, producing 20 hp (15 kW), for a top speed of 64–72 km/h. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km). The engine was capable of running on gasoline, kerosene, or ethanol, although the decreasing cost of gasoline and the later introduction of Prohibition made ethanol an impractical fuel for most users.
The ignition system used an unusual trembler coil system to drive the spark plugs, as used for stationary gas engines, rather than the expensive magnetos that were used on other cars. This ignition also made the Model T more flexible as to the quality or type of fuel it used. The need for a starting battery and also Ford's use of an unusual AC alternator located inside the flywheel housing encouraged the adoption of electric lighting (standard fitment as of 1915), rather than oil or acetylene lamps, but it also delayed the adoption of electric starting, which was not offered until 1919.
TRANSMISSION AND DRIVE TRAIN
The Model T was a rear-wheel drive vehicle. Its transmission was a planetary gear type billed as "three speed". In today's terms it would be considered a two-speed, because one of the three speeds was reverse.
The Model T's transmission was controlled with three foot pedals and a lever that was mounted to the road side of the driver's seat. The throttle was controlled with a lever on the steering wheel. The left pedal was used to engage the gear. With the floor lever in either the mid position or fully forward and the pedal pressed and held forward the car entered low gear. When held in an intermediate position the car was in neutral. If the left pedal was released, the Model T entered high gear, but only when the lever was fully forward – in any other position the pedal would only move up as far as the central neutral position. This allowed the car to be held in neutral while the driver cranked the engine by hand. The car could thus cruise without the driver having to press any of the pedals. There was no separate clutch pedal.
When the car was in neutral, the middle pedal was used to engage reverse gear, and the right pedal operated the transmission brake – there were no separate brakes on the wheels. The floor lever also controlled the parking brake, which was activated by pulling the lever all the way back. This doubled as an emergency brake.
Although it was uncommon, the drive bands could fall out of adjustment, allowing the car to creep, particularly when cold, adding another hazard to attempting to start the car: a person cranking the engine could be forced backward while still holding the crank as the car crept forward, although it was nominally in neutral. As the car utilized a wet clutch, this condition could also occur in cold weather, when the thickened oil prevents the clutch discs from slipping freely. Power reached the differential through a single universal joint attached to a torque tube which drove the rear axle; some models (typically trucks, but available for cars as well) could be equipped with an optional two-speed Ruckstell rear axle shifted by a floor-mounted lever which provided an underdrive gear for easier hill climbing. All gears were vanadium steel running in an oil bath.
Transmission bands and linings
Two main types of band lining material were used:
Cotton – Cotton woven linings were the original type fitted and specified by Ford. Generally, the cotton lining is "kinder" to the drum surface, with damage to the drum caused only by the retaining rivets scoring the drum surface. Although this in itself did not pose a problem, a dragging band resulting from improper adjustment caused overheating transmission and engine, diminished power, and – in the case of cotton linings – rapid destruction of the band lining.
Wood – Wooden linings were originally offered as a "longer life" accessory part during the life of the Model T. They were a single piece of steam bent cottonwood[citation needed] fitted to the normal Model T transmission band. These bands give a very different feel to the pedals, with much more of a "bite" feel. The sensation is of a definite "grip" of the drum and seemed to noticeably increase the feel, in particular of the brake drum.
SUSPENSION AND WHEELS
Model T suspension employed a transversely mounted semi-elliptical spring for each of the front and rear beam axles which allowed a great deal of wheel movement to cope with the dirt roads of the time.
The front axle was drop forged as a single piece of vanadium steel. Ford twisted many axles through eight full rotations (2880 degrees) and sent them to dealers to be put on display to demonstrate its superiority. The Model T did not have a modern service brake. The right foot pedal applied a band around a drum in the transmission, thus stopping the rear wheels from turning. The previously mentioned parking brake lever operated band brakes acting on the inside of the rear brake drums, which were an integral part of the rear wheel hubs. Optional brakes that acted on the outside of the brake drums were available from aftermarket suppliers.
Wheels were wooden artillery wheels, with steel welded-spoke wheels available in 1926 and 1927.
Tires were pneumatic clincher type, 76 cm in diameter, 8.9 cm wide in the rear, 7.5 cm wide in the front. Clinchers needed much higher pressure than today's tires, typically 60 psi (410 kPa), to prevent them from leaving the rim at speed. Horseshoe nails on the roads, together with the high pressure, made flat tires a common problem.
Balloon tires became available in 1925. They were 53 cm × 11 cm all around. Balloon tires were closer in design to today's tires, with steel wires reinforcing the tire bead, making lower pressure possible – typically 35 psi (240 kPa) – giving a softer ride. The old nomenclature for tire size changed from measuring the outer diameter to measuring the rim diameter so 530 mm (rim diameter) × 110 mm (tire width) wheels has about the same outer diameter as 76 cm clincher tires. All tires in this time period used an inner tube to hold the pressurized air; "tubeless" tires were not generally in use until much later.
Wheelbase was 254 cm and standard tread width was 142 cm; 152 cm tread could be obtained on special order, "for Southern roads", identical to the pre-Civil War track gauge for many railroads in the former Confederacy.
COLORS
By 1918, half of all the cars in the US were Model Ts. However, it was a monolithic bloc; Ford wrote in his autobiography that in 1909 he told his management team that in the future “Any customer can have a car painted any color that he wants so long as it is black”.
However, in the first years of production from 1908 to 1913, the Model T was not available in black but rather only gray, green, blue, and red. Green was available for the touring cars, town cars, coupes, and Landaulets. Gray was only available for the town cars, and red only for the touring cars. By 1912, all cars were being painted midnight blue with black fenders. It was only in 1914 that the "any color so long as it is black" policy was finally implemented. It is often stated that Ford suggested the use of black from 1914 to 1926 due to the cheap cost and durability of black paint. During the lifetime production of the Model T, over 30 types of black paint were used on various parts of the car. These were formulated to satisfy the different means of applying the paint to the various parts, and had distinct drying times, depending on the part, paint, and method of drying.
BODY
Although Ford classified the Model T with a single letter designation throughout its entire life and made no distinction by model years, there were enough significant changes to the body over the production life that the car can be classified into five distinct generations. Among the most immediately visible and identifiable changes were in the hood and cowl areas, although many other modifications were made to the vehicle.
1909–1914 – T1 – Characterized by a nearly straight, five-sided hood, with a flat top containing a center hinge and two side sloping sections containing the folding hinges. The firewall was flat from the windshield down with no distinct cowl.
1915–1916 – T2 – The hood design was nearly the same five sided design with the only obvious change being the addition of louvers to the vertical sides. There was a significant change to the cowl area with the windshield relocated significantly behind the firewall and joined with a compound contoured cowl panel.
1917–1923 – T3 – The hood design was changed to a tapered design with a curved top. the folding hinges were now located at the joint between the flat sides and the curved top. This is sometime referred to as the low hood to distinguish if from the later hoods. The back edge of the hood now met the front edge of the cowl panel so that no part of the flat firewall was visible outside of the hood. This design was used the longest and during the highest production years accounting for about half of the total number of Model T's built.
1923–1925 – T4 – This change was made during the 1923 calendar year so models built earlier in the year have the older design while later vehicles have the newer design. The taper of the hood was increased and the rear section at the firewall is about an inch taller and several inches wider than the previous design. While this is a relatively minor change, the parts between the third and fourth generation are not interchangeable.
1926–1927 – T5 – This design change made the greatest difference in the appearance of the car. The hood was again enlarged with the cowl panel no longer a compound curve and blended much more with the line of the hood. The distance between the firewall and the windshield was also increased significantly. This style is sometimes referred to as the high hood.
The styling on the fifth generation was a preview for the following Model A but the two models are visually quite different as the body on the A was much wider and had curved doors as opposed to the flat doors on the T.
DIVERSE APPLICATIONS
When the Model T was designed and introduced, the infrastructure of the world was quite different from today's. Pavement was a rarity except for sidewalks and a few big-city streets. (The sense of the term "pavement" as equivalent with "sidewalk" comes from that era, when streets and roads were generally dirt and sidewalks were a paved way to walk along them.) Agriculture was the occupation of many people. Power tools were scarce outside factories, as were power sources for them; electrification, like pavement, was found usually only in larger towns. Rural electrification and motorized mechanization were embryonic in some regions and nonexistent in most. Henry Ford oversaw the requirements and design of the Model T based on contemporary realities. Consequently, the Model T was (intentionally) almost as much a tractor and portable engine as it was an automobile. It has always been well regarded for its all-terrain abilities and ruggedness. It could travel a rocky, muddy farm lane, cross a shallow stream, climb a steep hill, and be parked on the other side to have one of its wheels removed and a pulley fastened to the hub for a flat belt to drive a bucksaw, thresher, silo blower, conveyor for filling corn cribs or haylofts, baler, water pump, electrical generator, and many other applications. One unique application of the Model T was shown in the October 1922 issue of Fordson Farmer magazine. It showed a minister who had transformed his Model T into a mobile church, complete with small organ.
During this era, entire automobiles (including thousands of Model Ts) were even hacked apart by their owners and reconfigured into custom machinery permanently dedicated to a purpose, such as homemade tractors and ice saws,. Dozens of aftermarket companies sold prefab kits to facilitate the T's conversion from car to tractor. The Model T had been around for a decade before the Fordson tractor became available (1917–18), and many Ts had been converted for field use. (For example, Harry Ferguson, later famous for his hitches and tractors, worked on Eros Model T tractor conversions before he worked with Fordsons and others.) During the next decade, Model T tractor conversion kits were harder to sell, as the Fordson and then the Farmall (1924), as well as other light and affordable tractors, served the farm market. But during the Depression (1930s), Model T tractor conversion kits had a resurgence, because by then used Model Ts and junkyard parts for them were plentiful and cheap.
Like many popular car engines of the era, the Model T engine was also used on home-built aircraft (such as the Pietenpol Sky Scout) and motorboats.
An armored car variant (called the FT-B) was developed in Poland in 1920.
Many Model Ts were converted into vehicles which could travel across heavy snows with kits on the rear wheels (sometimes with an extra pair of rear-mounted wheels and two sets of continuous track to mount on the now-tandemed rear wheels, essentially making it a half-track) and skis replacing the front wheels. They were popular for rural mail delivery for a time. The common name for these conversions of cars and small trucks was "snowflyers". These vehicles were extremely popular in the northern reaches of Canada where factories were set up to produce them.
A number of companies built Model T–based railcars. In The Great Railway Bazaar, Paul Theroux mentions a rail journey in India on such a railcar. The New Zealand Railways Department's RM class included a few.
PRODUCTION
MASS PRODUCTION
The knowledge and skills needed by a factory worker were reduced to 84 areas. When introduced, the T used the building methods typical at the time, assembly by hand, and production was small. The Ford Piquette Avenue Plant could not keep up with demand for the Model T, and only 11 cars were built there during the first full month of production. More and more machines were used to reduce the complexity within the 84 defined areas. In 1910, after assembling nearly 12,000 Model Ts, Henry Ford moved the company to the new Highland Park complex.
As a result, Ford's cars came off the line in three-minute intervals, much faster than previous methods, reducing production time by a factor of eight (requiring 12.5 hours before, 93 minutes afterwards), while using less manpower. By 1914, the assembly process for the Model T had been so streamlined it took only 93 minutes to assemble a car. That year Ford produced more cars than all other automakers combined. The Model T was a great commercial success, and by the time Henry made his 10 millionth car, 50 percent of all cars in the world were Fords. It was so successful that Ford did not purchase any advertising between 1917 and 1923, instead it became so famous that people now considered it a norm; more than 15 million Model Ts were manufactured, reaching a rate of 9,000 to 10,000 cars a day in 1925, or 2 million annually, more than any other model of its day, at a price of just $260 (or about $3,240 in 2016 dollars). Model T production was finally surpassed by the Volkswagen Beetle on February 17, 1972.
Henry Ford's ideological approach to Model T design was one of getting it right and then keeping it the same; he believed the Model T was all the car a person would, or could, ever need. As other companies offered comfort and styling advantages, at competitive prices, the Model T lost market share. Design changes were not as few as the public perceived, but the idea of an unchanging model was kept intact. Eventually, on May 26, 1927, Ford Motor Company ceased US production and began the changeovers required to produce the Model A. Some of the other Model T factories in the world continued a short while.
Model T engines continued to be produced until August 4, 1941. Almost 170,000 were built after car production stopped, as replacement engines were required to service already produced vehicles. Racers and enthusiasts, forerunners of modern hot rodders, used the Model T's block to build popular and cheap racing engines, including Cragar, Navarro, and famously the Frontenacs ("Fronty Fords") of the Chevrolet brothers, among many others.
The Model T employed some advanced technology, for example, its use of vanadium steel alloy. Its durability was phenomenal, and many Model Ts and their parts remain in running order nearly a century later. Although Henry Ford resisted some kinds of change, he always championed the advancement of materials engineering, and often mechanical engineering and industrial engineering.
In 2002, Ford built a final batch of six Model Ts as part of their 2003 centenary celebrations. These cars were assembled from remaining new components and other parts produced from the original drawings. The last of the six was used for publicity purposes in the UK.
Although Ford no longer manufactures parts for the Model T, many parts are still manufactured through private companies as replicas to service the thousands of Model Ts still in operation today. On May 26, 1927 Henry Ford and his son Edsel, drove the 15 millionth Model T out of the factory. This marked the famous automobile's official last day of production at the main factory.
PRICE AND PRODUCTION
The assembly line system allowed Ford to sell his cars at a price lower than his competitors due to the efficiency of the system. As he continued to fine-tune the system, he was able to keep reducing his costs. As his volume increased, he was able to also lower the prices due to fixed costs being spread over a larger number of vehicles. Other factors affected the price such as material costs and design changes.
The figures below are US production numbers compiled by R.E. Houston, Ford Production Department, August 3, 1927. The figures between 1909 and 1920 are for Ford's fiscal year. From 1909 to 1913, the fiscal year was from October 1 to September 30 the following calendar year with the year number being the year it ended in. For the 1914 fiscal year, the year was October 1, 1913 through July 31, 1914. Starting in August 1914, and through the end of the Model T era, the fiscal year was August 1 through July 31. Beginning with January 1920 the figures are for the calendar year.
RECYCLING
Henry Ford used wood scraps from the production of Model Ts to make charcoal. Originally named Ford Charcoal, the name was changed to Kingsford Charcoal after Ford's brother-in-law E. G. Kingsford brokered the selection of the new charcoal plant site. Lumber for production of the Model T came from the same location, built in 1920 called the Ford Iron Mountain Plant, which incorporated a sawmill where lumber from Ford purchased land in the Upper Peninsula of Michigan was sent to the River Rouge Plant; scrap wood was then returned for charcoal production.
FIRST GLOBAL CAR
The Ford Model T was the first automobile built by various countries simultaneously since they were being produced in Walkerville, Canada and in Trafford Park, Greater Manchester, England starting in 1911 and were later assembled in Germany, Argentina, France, Spain, Denmark, Norway, Belgium, Brazil, Mexico, and Japan, as well as several locations throughout the US. Ford made use of the knock-down kit concept almost from the beginning of the company as freight and production costs from Detroit had Ford assembling vehicles in major metropolitan centers of the US.
The Aeroford was an English automobile manufactured in Bayswater, London, from 1920 to 1925. It was a Model T with distinct hood and grille to make it appear to be a totally different design, what later would have been called badge engineering. The Aeroford sold from £288 in 1920, dropping to £168-214 by 1925. It was available as a two-seater, four-seater, or coupé.
ADVERTISING AND MARKETING
Ford created a massive publicity machine in Detroit to ensure every newspaper carried stories and advertisements about the new product. Ford's network of local dealers made the car ubiquitous in virtually every city in North America. As independent dealers, the franchises grew rich and publicized not just the Ford but the very concept of automobiling; local motor clubs sprang up to help new drivers and to explore the countryside. Ford was always eager to sell to farmers, who looked on the vehicle as a commercial device to help their business. Sales skyrocketed – several years posted around 100 percent gains on the previous year.
CAR CLUBS
Cars built before 1919 are classed as veteran cars and later models as vintage cars. Today, four main clubs exist to support the preservation and restoration of these cars: the Model T Ford Club International, the Model T Ford Club of America[51] and the combined clubs of Australia. With many chapters of clubs around the world, the Model T Ford Club of Victoria[52] has a membership with a considerable number of uniquely Australian cars. (Australia produced its own car bodies, and therefore many differences occurred between the Australian bodied tourers and the US/Canadian cars.) In the UK, the Model T Ford Register of Great Britain celebrated its 50th anniversary in 2010. Many steel Model T parts are still manufactured today, and even fiberglass replicas of their distinctive bodies are produced, which are popular for T-bucket style hot rods (as immortalized in the Jan and Dean surf music song "Bucket T", which was later recorded by The Who). In 1949, more than twenty years after the end of production, 200,000 Model Ts were registered in the United States. In 2008, it was estimated that about 50,000 to 60,000 Ford Model Ts remain roadworthy.
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