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The first of a development of one million exciting BREXIT inspired starter homes - on the foreshore at Lytham, Lancashire. Comprising of a deceptively spacious but compact living/sleeping room and benefitting from an airy al fresco dining area with fabulous views - furnished with locally sourced materials competitively priced from £300,000. Poll Tax Band B and not subject to ULEZ . Viewing highly
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Three new @ScottsPlant #ScaniaXT P410 #tippers #SuppliedByKeltruck.
#ScottsPlantAndHaulage #ScottsPlant #Evesham #Worcestershire #Worcs #WestMidlands #WestMids #WR11 #England | scottsplant.co.uk
Spec & order your new #Scania at keltruckscania.com/sales.
#ScaniaTippers #ScaniaTough #payload #SaveOnFuel
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Scotts Plant ensures reliability of its Scania tippers with long-term repair and maintenance from Keltruck
Based in Evesham, Scotts Plant and Haulage supplies muckaway, aggregates, sand and gravel, topsoil and road planings throughout its local area. Reliability is a top priority for the company, and Scotts therefore operates a fleet of 18 tippers 12 of which are Scania, with another four on order this year. All the vehicles are fully maintained by Keltruck at its Droitwich site, with long-term repair and maintenance services using Scania support programmes.
“We aim to be the best in our field,” said Scott Witheford, managing director of Scotts Plant and Haulage. “We have chosen Scania trucks as we consider them to be the best – they are reliable, minimising down time, and they are fuel efficient too.”
Scotts Plant has chosen a six-year Scania Repair & Maintenance package on all of its vehicles from Keltruck, giving it predictable costs and peace of mind. Scott said, “We don't want to be involved with the repair and maintenance of our trucks in-house, so we have opted to take a package to cover their upkeep for the entire length of time we intend to own them.”
“Keltruck Droitwich always go the extra mile for us – providing a first-class service for the life of the truck with repairs, maintenance and parts when we need them,” added Scott.
The vehicles are a combination of Scania P-Series and G-Series 8x4 tippers with the Scania XT package, with a mix of steel and lightweight alloy. All vehicles have been supplied by Keltruck Account Manager Tony Biddlestone, and Keltruck has been working with Scotts Plant for 20 years.
“We enjoy dealing with Keltruck – Tony makes sure we get the right spec trucks and looks after us on the purchasing,” said Scott. “The tippers look good with our livery and the drivers like them. All in all they fit in well with what we want to achieve.”
Founded in 2000, Scotts Plant and Haulage supplies muckaway, aggregates, sand and gravel, topsoil and road planings throughout Worcestershire, Warwickshire, Gloucestershire, and Oxfordshire – 24 hours a day, 7 days a week. With access to almost every quarry and landfill in a 30-mile radius of Evesham, Scotts can offer a service for import and export of any material from any site – with competitive prices and unrivalled delivery times.
The latest delivery consists of three Scania XT P410 with city safe windows and Boweld bodies, all on six year full R&M contract.
For more information on Keltruck’s support programmes and aftersales service, see keltruckscania.com/supportprogrammes.
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View of ‘Nicola’ shortly before launch from the Southwick yard of Austin & Pickersgill Ltd, mid December 1967 (TWAM ref. DT.TUR/2/52047B). She's getting a coat of paint and you can now see her name.
This set celebrates the ‘Nicola’, the first in a long line of standard ships designed by the Sunderland shipyard of Austin & Pickersgill Ltd. The images document her construction from October 1967 through to her completion in February 1968. The shipbuilders commissioned the Newcastle-based firm Turners (Photography) Ltd to take weekly progress shots of the ‘Nicola’ and these images have given us a unique view of her development.
She was the first SD14 to be completed (the name stands for ‘Shelter Deck 14,000 tons deadweight’) and was designed as a replacement for the surviving ‘Liberty ships’, built by American yards during the Second World War. Those Liberty ships had played a vital role in the Allied victory but by the 1960s they were fast approaching the end of their working lives.
The SD14 developed by Austin & Pickersgill met the demand for economic and reliable cargo ships. The simplicity of the design meant that it could be marketed by the shipbuilders at a very competitive price. It’s success is reflected by the fact that over the course of 20 years 211 ships were built to the SD14 design by Austin Pickersgill and its licensees. Sunderland can be very proud of its remarkable shipbuilding and engineering history and the SD14 is one the City’s finest achievements.
(Copyright) We're happy for you to share these digital images within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk
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...
The Jaguar E-Type (a.k.a. Jaguar XK-E) is a British sports car, which was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of good looks, high performance and competitive pricing established the marque as an icon of 1960s motoring. More than 70,000 E-Types were sold.
In March 2008, the Jaguar E-Type ranked first in a The Daily Telegraph online list of the world's "100 most beautiful cars" of all time.
In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
Taken with a Nikon D90
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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)
- - -
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)
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.
DeFusco Industrial Supply was established in 1985 - before there was an internet!
We carry high quality brands at competitive prices, and if it has to do with masonry, tile, concrete or stone we have it, and know how to use it. That's a value you won't get from the big box and online stores!
Suction Cups For Granite T
WEHA Suction Assembly consists of 2 capped aluminum rails and 12 double suc- in cups. It supports and protects your kitchen and bathroom tops in transport, reducing the chance of breaking the top. Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Weha Suction Cup Assembly: 2 7' Bars and 12 Custom Double Suction Cups for Transporting Finishing Granite and Stone Counter Tops
Weha Granite and Stone Counter Top Suction Cup Assembly consists of 2 capped aluminum rails and 12 double suction cups.
It supports and protects your Granite, marble, and stone kitchen and bathroom countertops in transport, reducing the chance of breaking the top.
Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Each custom-made double suction cup has a special lever system underneath the handle that securely locks into the special made "lip" of the bar.
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Additionally, you can move all cups on each bar at one time for faster transport and assembly.
The Weha Suction Cup Counter Top Support system is truly the best way to transport granite countertops into the home without breaking.
Description
Rail Length: 7'
Comes with 2-7 foot rails
12 - Double Cups
Here's the final version of the mirror and the vanity-turned-credenza is set with Gloria silver chromed champagne bucket and fruit stand; the champagne bottle is Fashion Royalty and the fruit is from a refrigerator magnet I bought over 10 years ago at Lechter's housewares store; the tray, cheese, oyster plate and etched "crystal" candy dish are all RE-MENT; the little silver covered candy dishes were from a dollhouse accessories dealer at the Rothman show in New Jersey; the photo frames are tiny Christmas ornament charms with images of the Duke and Duchess of Windsor; the Barbie logo on the vanity was Photoshopped out.
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DeFusco Industrial Supply was established in 1985 - before there was an internet!
We carry high quality brands at competitive prices, and if it has to do with masonry, tile, concrete or stone we have it, and know how to use it. That's a value you won't get from the big box and online stores!
Suction Cups For Granite T
WEHA Suction Assembly consists of 2 capped aluminum rails and 12 double suc- in cups. It supports and protects your kitchen and bathroom tops in transport, reducing the chance of breaking the top. Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Weha Suction Cup Assembly: 2 7' Bars and 12 Custom Double Suction Cups for Transporting Finishing Granite and Stone Counter Tops
Weha Granite and Stone Counter Top Suction Cup Assembly consists of 2 capped aluminum rails and 12 double suction cups.
It supports and protects your Granite, marble, and stone kitchen and bathroom countertops in transport, reducing the chance of breaking the top.
Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Each custom-made double suction cup has a special lever system underneath the handle that securely locks into the special made "lip" of the bar.
This allows each double suction cup to lock onto the bar for maximum support strength of each bar.
Additionally, you can move all cups on each bar at one time for faster transport and assembly.
The Weha Suction Cup Counter Top Support system is truly the best way to transport granite countertops into the home without breaking.
Description
Rail Length: 7'
Comes with 2-7 foot rails
12 - Double Cups
"Auto Museum Volkswagen - Germany - Wolfsburg"
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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.
WIKIPEDIA
The first of a development of one million exciting BREXIT inspired starter homes - on the foreshore at Lytham, Lancashire. Comprising of a deceptively spacious but compact living/sleeping room and benefitting from an airy al fresco dining area with fabulous [breathtaking] views - furnished with locally sourced materials competitively priced from £300,000. Poll Tax Band B and not subject to ULEZ . Viewing highly recommended
Progress shot of ‘Nicola’ two months after construction work started, 4 December 1967 (TWAM ref. DT.TUR/2/51926A). She was the first SD14 to be built by Austin & Pickersgill, at their Southwick yard, Sunderland.
This set celebrates the ‘Nicola’, the first in a long line of standard ships designed by the Sunderland shipyard of Austin & Pickersgill Ltd. The images document her construction from October 1967 through to her completion in February 1968. The shipbuilders commissioned the Newcastle-based firm Turners (Photography) Ltd to take weekly progress shots of the ‘Nicola’ and these images have given us a unique view of her development.
She was the first SD14 to be completed (the name stands for ‘Shelter Deck 14,000 tons deadweight’) and was designed as a replacement for the surviving ‘Liberty ships’, built by American yards during the Second World War. Those Liberty ships had played a vital role in the Allied victory but by the 1960s they were fast approaching the end of their working lives.
The SD14 developed by Austin & Pickersgill met the demand for economic and reliable cargo ships. The simplicity of the design meant that it could be marketed by the shipbuilders at a very competitive price. It’s success is reflected by the fact that over the course of 20 years 211 ships were built to the SD14 design by Austin Pickersgill and its licensees. Sunderland can be very proud of its remarkable shipbuilding and engineering history and the SD14 is one the City’s finest achievements.
(Copyright) We're happy for you to share these digital images within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk
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KALU IS A VILLAGE NEAR LUNKARANSAR TEHSIL OF BIKANER DISTRICT, IT IS 20 KMS AWAY FROM LUNKARANSAR AND 35 KMS AWAY FROM SRI DUNGARGARH.
ABOUT 95 KMS AWAYS FROM BIKANER DISTRICT,
VILLAGE IS HAVING IT,S HISTORY MORE THAN 200 YEARS, AND THE FAMOUS KALAKA MATA JI MANDIR IS VERY POPULAR AMONG ALL THE NEARBY TOWNS.
THE PHOTOS TAKEN BY PRADEEP NAHATA IS A EXPORTERS OF GARMENTS IN JAIPUR AND HE IS CITIZEN OF KALU BY BORN.
KALU IS A VERY PEACEFUL VILLAGE AND MOST OF THE PEOPLES OF KALU IS DOING WORK IN METROS LIKE DELHI, KOLKATTA, GUWAHATI, JAIPUR, MUMBAI, CHENNAI
THE FARMERS BASED ECONOMY OF KALU , HAVING A LOT OF PROSPERITY AND INTEGRITY IN IT,S CITIZEN.
KALU --- BIKANER --- RAJASTHAN --- INDIA
JAI MATA JI KI
Karni Exports is one of the most shining names in the dynamic world of fashion & Home textiles. Established in year 2000 & registered with D&B D-U-N-S No.(Dun & Bradstreet ),Karni Exports aspires for complete customer satisfaction owing to the high quality products at competitive prices with an on-schedule delivery. We firmly believes that the satisfaction of the valued customers is the focal point of its business.
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We take pride in introducing ourselves as one of India's leading manufacturers and exporters of Ladies Fashion Garments & Home Textiles, Made-ups products. Our elite range of products is in tune with the international trends focusing on intricate details, contemporary designs and scheduled deliveries. We are committed to offering the best service, at the best price!
We have earned accolades from our customers not only in domestic market, but also international market.In tune with the demands of time and challenges, we have developed cutting edge competitiveness.
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1. Pre-Production Sampling Room
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In House Setup : 100 Juki Machines with all finishing, dyeing, printing facility.
Clients : We have an excellent reputation in the verticals of this industry across the world, specially USA and Europe. Our impeccable credentials have given us a firm stand to maintain the relations with our clients by providing them customer satisfaction.
We already have our ONLINE Global Virtual Showroom on our web
& another link to see more products
www.flickr.com/photos/karniexports/show/
in that we have our all products range listed as a Digital Catelouge.
If you are interetsed in our products then we can start with simple sample order,we can send you samples .
Pls contact for complete details of all above products, color, size and wholesale price.
Thanxs and keep in touch
Regards.
KARNI EXPORTS
G1-155,EPIP,Garment Zone
Sitapura Industrial Area ,Tonk road,
Jaipur, ( Rajasthan) India.
INDIA-302022
Contact person :
Mr. Pradeep Nahata : +91-98281-99329
Telefax: +91 141 2770896
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e-Mail : pradeepnahata@yahoo.com
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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!
1. online sale web site , www.oponly.com
2. Wholesalers
We’ve worked with many distributors around the world who purchase a variety of styles of art. We can provide the masterpieces you’re looking for in bulk and at very competitive prices. Please contact us by sale@oponly.com , +086-592-5180216 , www.sunstong.com for more detail.
We are professional provide all kinds of styles of Jeans Such brand name as Evisu Jeans etc,
New styles and hot styles are active every day. Quality first, Customer forever, is our persistent tenet. We can prepare the goods for after receipt the order immediately. We can assure you of our excellent quality products and best service. Furthermore we offer the most competitive price to you to open your market. So today most of our products have sold well in the America, Europe, Middle East, Southeast Asia etc.
please feel free to contact us. We accept small orders!
welcome to www.brands-shopping.com
Competitively priced quality firewood for sale Keeping Auckland homes dry and warm all year round www.firewoodforsaleauckland.co.nz/firewood-supplies-auckland
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!
1. online sale web site , www.oponly.com
2. Wholesalers
We’ve worked with many distributors around the world who purchase a variety of styles of art. We can provide the masterpieces you’re looking for in bulk and at very competitive prices. Please contact us by sale@oponly.com , +086-592-5180216 , www.sunstong.com for more detail.
We are professional provide all kinds of styles of Jeans Such brand name as Evisu Jeans etc,
New styles and hot styles are active every day. Quality first, Customer forever, is our persistent tenet. We can prepare the goods for after receipt the order immediately. We can assure you of our excellent quality products and best service. Furthermore we offer the most competitive price to you to open your market. So today most of our products have sold well in the America, Europe, Middle East, Southeast Asia etc.
please feel free to contact us. We accept small orders!
welcome to www.brands-shopping.com
DeFusco Industrial Supply was established in 1985 - before there was an internet!
We carry high quality brands at competitive prices, and if it has to do with masonry, tile, concrete or stone we have it, and know how to use it. That's a value you won't get from the big box and online stores!
Suction Cups For Granite T
WEHA Suction Assembly consists of 2 capped aluminum rails and 12 double suc- in cups. It supports and protects your kitchen and bathroom tops in transport, reducing the chance of breaking the top. Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Weha Suction Cup Assembly: 2 7' Bars and 12 Custom Double Suction Cups for Transporting Finishing Granite and Stone Counter Tops
Weha Granite and Stone Counter Top Suction Cup Assembly consists of 2 capped aluminum rails and 12 double suction cups.
It supports and protects your Granite, marble, and stone kitchen and bathroom countertops in transport, reducing the chance of breaking the top.
Special aluminum profiles allow a safe placement of the suction cups, which are individually adjustable.
Each custom-made double suction cup has a special lever system underneath the handle that securely locks into the special made "lip" of the bar.
This allows each double suction cup to lock onto the bar for maximum support strength of each bar.
Additionally, you can move all cups on each bar at one time for faster transport and assembly.
The Weha Suction Cup Counter Top Support system is truly the best way to transport granite countertops into the home without breaking.
Description
Rail Length: 7'
Comes with 2-7 foot rails
12 - Double Cups
Shot of the lovely Miss S in Amsterdam. Taken with a Sony HX200V :)
Yesterday I did a I did a little shoot with the lovely Miss S, she was really brave, posing in the cold Amsterdam wind by the Amstel looking all cool and pretty, a natural talent if you ask me! When it got too Winter'ish we continued inside with mirrors and Christmas lights...I hope you like the pictures, and if you need a model or a photographer, let me know, we offer competitive prices and excellent results :)
'Like' me on Facebook :)
Starboard stern quarter view of ‘Nicola’ on sea trials, 13 February 1968 (TWAM ref. DT.TUR/2/52228D). She was launched at the Southwick shipyard of Austin & Pickersgill, Sunderland, 29 December 1967
This set celebrates the ‘Nicola’, the first in a long line of standard ships designed by the Sunderland shipyard of Austin & Pickersgill Ltd. The images document her construction from October 1967 through to her completion in February 1968. The shipbuilders commissioned the Newcastle-based firm Turners (Photography) Ltd to take weekly progress shots of the ‘Nicola’ and these images have given us a unique view of her development.
She was the first SD14 to be completed (the name stands for ‘Shelter Deck 14,000 tons deadweight’) and was designed as a replacement for the surviving ‘Liberty ships’, built by American yards during the Second World War. Those Liberty ships had played a vital role in the Allied victory but by the 1960s they were fast approaching the end of their working lives.
The SD14 developed by Austin & Pickersgill met the demand for economic and reliable cargo ships. The simplicity of the design meant that it could be marketed by the shipbuilders at a very competitive price. It’s success is reflected by the fact that over the course of 20 years 211 ships were built to the SD14 design by Austin Pickersgill and its licensees. Sunderland can be very proud of its remarkable shipbuilding and engineering history and the SD14 is one the City’s finest achievements.
(Copyright) We're happy for you to share these digital images within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk
Experience the seamless athletic underwear for women during the workout session. It feels like a second skin and has features of moisture-wicking, and breathable. Check out our exclusive collection of athletic underwear at competitive prices.
Les Grandes Marques du Monde au Grand Palais
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.
Malibu boat (@MalibuBoats) owner Insane Kustomz just debuted their completely customized 2009 Wakesetter 23 LSV! You've got to check this thing out. It definitely lives up to the company's name. Insane!!!!
Unveiled Memorial Day weekend, this Malibu wakeboard boat did more than turn heads. It stopped people dead in the water. Check out this gallery of images Insane Kustomz posted on their Facebook Fan Page.
Insane Kustomz is a custom car, truck and boat shop located in San Angelo, TX, specializing in the sale and installation of audio, video and security components, custom paint and graphics, lifts, drops, air bags and custom chroming. Their mission is to provide boat and vehicle owners and enthusiasts with a customization that far exceeds their expectations by providing quality components and a quality installation that speaks of their pride and enthusiasm for the industry and providing all of this at a competitive price.
Even if the Insane Kustomz Wakesetter isn't exactly how you would pimp your Malibu, you've got to appreciate the design and detail work that went into this insane project. At Malibu, we've seen a lot of customized boats and this insane creation ranks up there with the best of them!
Insane Kustomz Demo Boat - Kustomized 2009 Malibu 23LSV
-Full Kustom Wrap
-Kustom Extended Bimini w/ Kustom Stitched INSANE KUSTOMZ Logo on top and bottom
Kustom Sound:
-Clarion CMV 1 DVD Deck
-Wesounds WS 420 Equalizer and PA
-Wetsounds Interior and Tower Speakers including:
Interior:
-8 XS-650 Interior Speakers
Tower: 13 Speakers including:
-2 Pro-60's
-2 Pro-80's
-1 3-Some (1 485 and 2 Pro 80's)
-1 Double-Up (2 MB8's and 2 Pro 60's)
Subwoofer:
-4 Kustom Sub Boxes (
-2 Atomic Apocalypse 12" Subs
-2 Atomic Apocalypse 15" Subs
Amps:
- 2 Kustom Amp Box's
-2 SYN Micro (250 watts RMS)
-2 SYN 6 (600 watts RMS)
-1 SYN 2 (700 watts RMS)
-1 SYN 4 (400 watts RMS)
-4 SYN 1 (1000 watts RMS)
-2 Vibe Line Drivers (Amplifies signal to Amps)
Kustom Power:
-1 Tsunami 40 Farrat Capacitor
-Kustomized Capaitor Enclosure
-6 Treo SSX 100B Batteries
-2 Power Supplies
Kustom Lighting:
-RGB LED Lights (Pick Your Color!) on:
-Amp Boxes
-Tower Speakers
-Interior Speakers
-Front and Back Blower Vents
- 14 Cup Holders
-Wakesetter Emblems on Tower and Interior
-RGB LED settings can be single color, multi-color or motion (red, green, blue, purple, yellow, aqua)
-Kustom Strobe Lighting on Interior and Transom Lights
-All lighting can be controlled by remote up to 50 yards away!
The Insane Kustomz Crew says there are more projects to come on their Malibu boat. We can't wait to see them guys! Keep it up. You all are definitely pushing limits.
Striving to be Canada's #1 sex shop, we offer the highest quality eco-friendly sex toys, including all the latest and best vibrators, dildos, fucking machines, bondage furniture, BDSM supplies, couples toys, love dolls, adult dvd's and more and we offer competitive pricing with all the "big box" sex shops in Canada.
We are centrally located in Toronto, Ontario, Canada. So we can easily service all of Canada and the USA and do it at reasonable shipping costs and great value to our U.S. customers right now with their dollar being so high!
We are proud to carry all your favorite adult toys such as: The Sybian, The Hitachi Magic Wand, The Fleshlight, The Feeldoe, The Cone, The Pocket Rocket & some new ones we are excited about like the We-Vibe, The Delight & the SaSi by JeJoue
1. online sale web site , www.oponly.com
2. Wholesalers
We’ve worked with many distributors around the world who purchase a variety of styles of art. We can provide the masterpieces you’re looking for in bulk and at very competitive prices. Please contact us by sale@oponly.com , +086-592-5180216 , www.sunstong.com for more detail.
Here's the final version of the vanity-turned-credenza is set with Gloria champagne bucket and fruit stand; the champagne bottle is Fashion Royalty and the fruit is from a refrigerator magnet I bought over 10 years ago at Lechter's housewares store; the tray, cheese, oyster plate and etched "crystal" candy dish are all RE-MENT; the little silver covered candy dishes were from a dollhouse accessories dealer at the Rothman show in New Jersey; the photo frames are tiny Christmas ornament charms with images of the Duke and Duchess of Windsor; the Barbie logo on the vanity was Photoshopped out.
I have been getting all my new RE-MENT from Priscilla Wardlow at
as she has competitive prices, great selection, fast shipping and wonderful customer service.
Karni Exports is one of the most shining names in the dynamic world of fashion & Home textiles. Established in year 2000 & registered with D&B D-U-N-S No.(Dun & Bradstreet ),Karni Exports aspires for complete customer satisfaction owing to the high quality products at competitive prices with an on-schedule delivery. We firmly believes that the satisfaction of the valued customers is the focal point of its business.
Karni Exports is a name that stands on the pinnacle of the readymade garment Woven & Knitted garment fashion industry & Home Textiles With a commitment to excellence and delivering high fashion garments & Made-ups products.The company has established a strong market goodwill globally. A professionally manged company, Karni Exports is a leading manufacturer and exporter of fine quality Ladies fashion garments like Skirts, Woven Tops ,Dresses, Blouses, Tshirts, Shirts, Camisoles, Trousers, Pants, Kids wears , & Home Textiles products like bedsheets, quilts, curtains, cushions ,Rugs etc.
We take pride in introducing ourselves as one of India's leading manufacturers and exporters of Ladies Fashion Garments & Home Textiles, Made-ups products. Our elite range of products is in tune with the international trends focusing on intricate details, contemporary designs and scheduled deliveries. We are committed to offering the best service, at the best price!
We have earned accolades from our customers not only in domestic market, but also international market.In tune with the demands of time and challenges, we have developed cutting edge competitiveness.
Our Set up :
Our Infrastructural set up is our biggest strength. We possess a state-of-the-art production unit backed by hi-tech machines ,and latest technology. We continually upgrade our technology to fight competition. Our team of designers are involved in bringing forth garments with innovative designs and exquisite patterns.
Our set up also include:-
1. Pre-Production Sampling Room
2. Paper Pattern Making, Grading using Electra System
3. Assembly Line Production
4. Finishing Room with Steam Press, Stain Removing Machines and washing facilities.
Infrastructure : To keep abreast with the latest in fashion world, we possess a well-equipped production, backed by Juki & Pegasus. We have a team of designers, which is engaged in designing dresses that are a fusion of modern style and traditional look. Our apparels are given an excellent finishing touch by using latest technology. We also have inhouse facility of Knitted garments as well as woven garments.
Product Customization : We posses in-house facilities to work on our clients' desired design or style of garments. Taking care of all manufacturing methods tailored to clients requirement is the key of our motto service for satisfaction.
Principle market of the Company : U.S.A., Canada, UK, Spain, Israel ,
Europe, japan, middle east etc.
In House Setup : 100 Juki Machines with all finishing, dyeing, printing facility.
Clients : We have an excellent reputation in the verticals of this industry across the world, specially USA and Europe. Our impeccable credentials have given us a firm stand to maintain the relations with our clients by providing them customer satisfaction.
We already have our ONLINE Global Virtual Showroom on our web
& another link to see more products
www.flickr.com/photos/karniexports/show/
in that we have our all products range listed as a Digital Catelouge.
If you are interetsed in our products then we can start with simple sample order,we can send you samples .
Pls contact for complete details of all above products, color, size and wholesale price.
Thanxs and keep in touch
Regards.
KARNI EXPORTS
G1-155,EPIP,Garment Zone
Sitapura Industrial Area ,Tonk road,
Jaipur, ( Rajasthan) India.
INDIA-302022
Contact person :
Mr. Pradeep Nahata : +91-98281-99329
Telefax: +91 141 2770896
-------------------------------------------------------------
e-Mail : pradeepnahata@yahoo.com
-----------------------------------------------------
www.1001pallets.com/2016/10/wood-stain-review-purecolor-i...
"A Revolutionary Product?" Finally, a company that delivers on that statement!
Do you like to stain those pallet projects but get tired of the mess, the powerful odors, and the hours of dry time? There’s now a better way to do a stain and finish. I didn’t think it could be done, but you can now use a non-toxic, pet/child safe product indoors without needing respirators and a Haz-Mat unit standing by, or taking days to do it.
Pure Color Inc. has a line of wood stains that are safe to use indoors, and around pets and children. They’re non-toxic and don’t give off those horrible VOCs that make traditional stain products unbearable to work within a closed area. The products dry quickly, enabling you to apply a finish coat in around 30 minutes. Plus, they’re non-flammable and just as easy, if not easier, to use than ordinary stains and sealants. They’re shipped in eco-friendly, recyclable packaging that is not only easier, but neater to handle than traditional round quart cans. And they clean up with ordinary tap water. Sounds pretty awesome, right?
Well, it gets better.
You can also use them like paints to create unique and blended colors on wood.
You can also dilute them down to soften the intensity of color so that you can get a functional stain by stretching one quart out to one gallon!
Plus, they’re competitively priced.
A quart of Minwax stain runs, on average, 15-20 dollars at Amazon.com [1] [2] at the time of this article. A quart of Pure Color’s Stain-in-a-Box will run about 25 dollars [3]. Yes, a little more money, but I absolutely cannot dilute Minwax with water down to 1 part of stain to 4 parts of water and get a functional product. That means that if I want a softer, less intense color, I can end up paying around $6.25 per quart by using Pure Color products. And would you dare do any staining indoors around kids or pets? Not with traditional products. Pure Color’s products didn’t trigger migraines in my chemical-sensitive husband, and even bugs didn’t avoid the product like traditional stains!
I bet you think that I’ve either inhaled too many VOCs myself, or I’m pulling your collective legs. Nope. I’m not making any of this up. This is what the Pure Color representatives told me, and I didn’t believe them until I recently tried their products out at my home. Around my pets. Around my husband who complains about even my shampoo scents.
So Why Would I Switch? The Beginning:
Pure Color Inc. asked me to try out some of their Stains-In-A-Box and provide my opinion on them. They told me I could be honest if I liked – or disliked their products. That confidence definitely intrigued me. Their package insert had me snorting at their “claims.” I’ll explain why that’s in quotes shortly. Here’s some of what is on their insert, and their website as some of the highlight points:
Non-toxic and odorless makes it safe around children
Fast drying technology allows top coating in less than 30 minutes
Transparent finish highlights the natural wood grain
Non-flammable and non-hazardous means no special handling or storage
The short-and-simple summary if you have no further time (or interest, haha) is simply... YES. It’s all true! 100%, and I was NOT paid to say that. I approached this as a stain agnostic at best. After all, I’ve been using traditional brands found at the Big Orange and Big Blue boxes for years. They’ve all worked okay. They have their shortcomings, but I’m used to them, and there’s a certain comfort level. So why would I try something new just because they asked? Because, like many of you, I know we’re all around enough chemicals already. I don’t want to dump toxic products down the drain or have to wait for hazardous pickup days once a month. This old dog is willing to learn a new trick or two, in other words.
Pure Color Packaging:
I’ll address their claims momentarily, but first, let me share with you my first impressions. These stains-in-a-box really are sort of like those wine-in-a-box kinds of packages. It’s a recyclable cardboard box, about the size of a thick hardcover novel, and when you open it, you find a squishy, pillowy plastic bag with a large twist cap. Intriguing. And, very user-friendly for a variety of reasons. You also get a very simple pictogram-style set of directions, as well as the written directions below. I think mine came in both English and Spanish. Ok. I read the directions. I was now really ready to give it a try and be able to toss my brush to the ground in triumph and say, “Ha! It doesn’t work!”
Mixing Pure Color Stains-in-a-Box:
But before you dispense, you do need to mix. Of course, you have to mix these stains, just like any other brand, but that’s actually a fun step now, instead of a mess riddled chore. Grab your stir stick…. Um…NO! Gotcha! Now you can turn that stirring stick into a garden label or something truly useful. No more of that for you, I say! No, you don’t shake them, either. All you have to do is to pick them up and simply squeeze the bag, sort of like when you’re marinating a steak in a zipper bag. It mixes in seconds, and you’re ready to go!
Advantages of the new style of packaging:
If you have any weaknesses of the shoulder, arm, or hand, you know how hard it can be to grip and move those darned cans around. Plus, they’re terrible when you try to pour them into a smaller container. It always means lots of cleanups – even if it’s the rim, so the metal lid doesn’t bond permanently. Then there’s the issue of opening a metal can. If you don’t have one of those keys, you’re prying it at it like a crazy person with a screwdriver. The lid always manages to sort of uncurl but doesn’t open because it glued itself shut when you slopped, poured, or just wiped the brush off carelessly. With Pure Color packagings, you get to actually handle a product in a dignified manner. Twist the cap, aim the little spout and simply tip. Dispense what you want. It even seems to let you get the last drop off into your little container so that when you close the cap, it’s just closed. No drama. No fuss. No more hammers to close the lid, and splattering yourself with lid remnants.
But I rave about the packaging because at the time I am writing this review, I’m dealing with two torn tendons in my left shoulder, and the easy-to-handle quart bags were truly appreciated. Yeah – it’s what you think. I wrestled a bear and won. Of course! Well, insert any type of heroism you want for my shoulder injury. It’s much cooler than a simple trip/fall and a rolling chair incident. That lacks the style that I long to portray!
A tip the pros at Pure Color gave me was to gently “burp” the bag when you’re done. Why? To prevent that disgusting, product-consuming skin that forms on a half-empty container. Remove the air, and save the product. Brilliant! When the container is empty, it’s recyclable! You don’t have to wait for a hazardous material disposal day in your city! Hot damn, someone though this through... finally.
…But Stains Have to Have a Strong Aroma to Be Effective…
But even though the packaging is awesome and innovative, it’s still a stain, so that means it’s gonna stink. After all, it’s impossible to make a stain that works well without all that chemical stink that makes your eyes water and gives you a headache if you aren’t in a well-ventilated room, right? Finally, I can say, WRONG! It doesn’t burn if you accidentally get some on a torn cuticle. It doesn’t make you feel like you’re climbing a mountain and need an oxygen tank. It doesn’t make you dizzy or nauseated. It’s almost completely odorless. Again – they’re telling the truth! This product line sounds too good to be true, doesn’t it? Hell yes.
Preparing the test set-up.
To me, Pure Color stains have almost a nostalgic smell, sort of like those old sets of watercolors that you’d get in your holiday stocking where it had ten colors and a cheap, plastic brush. You could absolutely use their stains indoors and have no fear of making the family sick in my opinion. I’m not susceptible to headaches from traditional stains, but my husband gets migraines, and if I dared use a traditional product in a closed space, such as my “Old Bat Cave” (my hobby shed, haha), he wouldn’t be able to be in there with me at all. And the smell would linger... and linger... Well, if you’ve used a traditional product, you know.
Fast-Drying? Psh. It MUST need specialty equipment to apply.
Fast Drying? I bet you all are crying out that this is an impossibility. I did. Stains seem to stay tacky for a while. They make a mess. You try to move them or bump against the project, and you’ve got stain everywhere. I did a test stain on sixteen small pieces with a boring, cheap chip brush that give you zero control as far as tiny amounts of stain, and by the time I was on the last one, the first piece was already dry so that you could wipe your finger across it. The grain didn’t get that wet, lifted look that it sometimes does (such as with Redwood). It is super-easy to apply. I used a cheap, disposable chip brush, and then another test with just a cotton swab, and both worked equally well. You apply it like any other stain and wipe the excess away just like you do any other stain, but you don’t have to let it dry overnight. It’s dry enough to apply a top coat in thirty minutes, and they’re NOT exaggerating.
There MUST be something wrong with it, right?
I think their stains are basically transparent, but darker colors are going to hide more, of course. However, you can still see the grain. The light colors let you see all the details. But that’s fairly consistent with any stain on the market. I do think these are more true to the color samples – and may be a bit more vivid than they show. Hang on – that’s not a bad thing! It’s just... Different than what I’m used to. I’ve used some colors, like Minwax’s “Golden Pecan” color, and on pine, it really did... nothing. It just seemed to make it look a smidge duller, almost like it had an old layer of dust. Don’t get me wrong. I’m not bashing Minwax or any of the other major brands. The Golden Pecan color looks great on oak (and I think that’s what I bought it for when I got it).
All Poplar types.
Resin Pine Oak.
Pine Oak.
Poplar Redwood Pine.
Test on random pieces of wood.
What I mean by “more vivid” is my first impression. I set up practice pieces and initially tested three colors on Poplar, Redwood, Oak, and Pine. I picked some variegated pieces of Poplar since it’s notoriously difficult to stain according to the major woodworking sites. I picked very resinous Pine because it doesn’t seem to take stain hardly at all because it’s so oily. I chose Redwood because it aggressively sucks up stain AND the grain lifts. Oak... Well, it does what Oak does. Takes some stain and leaves that classic Oak zebra-striping, except on the end grain where it goes black. Even if you use an antique white, ha ha! Seriously, I did choose the wood I did because those are common pallet materials, and their different staining behaviors that I personally fight against.
So, I applied the stains and, “WOW.” A good wow. Then, a more hesitant “WOW”, as I saw how intense some of the colors were when I wiped them off – and then more vigorously rubbed them off to remove more color if possible. I followed the directions, but I just wasn’t used to seeing colors actually showing up like they were represented. I was a bit intimidated by it at first. I started to think, “Crap! These are bright!” So I finished up and put them away for the night since I had to go to work – even though they were dry to touch already. The next day I brought the boards back out and found that they had mellowed a bit – or I’d grown to like them. I don’t care which happened, but I was really diggin’ some of the colors. Of course, not all colors may be aesthetically pleasing on all types of wood, and personal preferences come to play too. But, I liked the vast majority of the colors! Score! If Word lets you put little emojis in beside a smiley, I’d have an old-lady dancing here.
Comparison after drying:
24 colors on the stain-in-a-box line. But there’s more…
So now that I’m starting to really love the colors because of the variety, I learn another factoid from the Pure Color guys. You can PLAY WITH THE COLORS! You can use them almost like paints and layer stains. You can mix them into a custom color. You can dilute them with ordinary tap water to the softness you want. I now have the same powers the Stain Gods have! Mwahaha! Yes, you’re hearing me twist a classic evil villain handlebar mustache at this point. I tried it, and it worked. I used their gorgeous blue stain and layered it with the alabaster white to easily create a weathered look. I was in love! Not quite enough to give up chocolate, but I was pretty darned thrilled.
If you tried to mix the traditional stains, you end up with the well-known, and frustrating, unidentifiable shade of dark. It’s not Brown exactly; it’s not black. It’s not even a bold charcoal. Nope. Just... dark. I had an old Scout pickup that ended up about that same color, but it wasn’t any more desirable on a vehicle than a pallet project.
Test with semi gloss:
Sure. The colors are great. Then the sealer must be the beast, right?
So, the stains rock. But what about the sealers? Those are usually disgusting at best. They skin over easily. They obtain levels of stink previously unknown to Man. They can be officially called STANK.
It was with trepidation that I cracked the seal on that squishy bag of semi-gloss after mixing in the same sensual way. I breathed within three feet of the bag. Huh. I was still living and conscious. I risked a careful sniff by wafting my hand the way I learned in chemistry class about a billion years ago when there were only three known elements. Still not stinky. Freaked out at this point, I risked a big sniff – like Ribeyes on the grill sniff. Come on, you all know that one. Still conscious and haven’t lost more brain cells. “Then it must suck and not work at all,” I muttered to myself as I poured a bit out. I applied them using the same cheapie chip brush that I’d used the day before. It went on smoothly and was dry-to-touch in minutes. What else I noticed was that it wasn’t bubbling up. It just dried. And to a nice, semi-gloss sheen. The only downside for me was that it is an INDOOR sealant. I don’t know if they have multiple gloss levels. I received semi-gloss and asked the question. I’ll update as I find out.
CLEANUP – Just need tap water!
Cool – we’ve had fun. But cleanup must be bad since everything else is good. Nope! I was even foolish and forgot to wear gloves the 2nd day. I made my hand blue. Not something that is a look, unless you’re going as a Smurf for Halloween. I was worried that I’d have blue cuticles for weeks like you have with traditional stains. I used Lava liquid soap, and in under a minute, my hands were pristine. No cuticle brushes until I’m about bloody. No Scotch-Brite pads. Yes, I’ve had to resort to that. No one wants a nurse with dirty hands. The one cup that I slopped some of the blue colors into rinsed almost perfectly clean, and just took a gentle sponging to get fully clean. Now, I’m not saying I’d drink out of it, but I don’t have to throw it out. It’s perfectly usable for the foreseeable future.
So that’s my summary. 99% thumbs-up. I’m just waiting to find out if they have an outdoor version of the sealant. Even with that mystery, I’d absolutely, and without hesitation, switch to Pure Color’s line of stains. Give ‘em a try. I think you’ll be pleasantly surprised to know there are corporations who actually tell the truth.
Now if only I can get them to make a Presidential candidate who can do that. . .
[1] www.amazon.com/Minwax-70012-Finish-Interior-Walnut/dp/B00...
[2] www.amazon.com/Minwax-61860-Quart-White-Pickling/dp/B000B...
[3] www.amazon.com/PureColor-Eco-Friendly-Interior-Exterior-E...
I decided to try their stain out on a piece I'm restoring and REMODELING to accommodate a 1960's sewing machine I restored - this is a 1940's typewriter desk - mostly oak with Redwood 2ndary wood - and I used PureColor's Roasted Cherry color on the lifting top portion - which was the most damaged. You can see some pictures below.
The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car, which was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the marque as an icon of the motoring. At a time when most cars had drum brakes, live rear axles, and mediocre performance, the E-Type sprang on the scene with 150 mph and a sub-7 second 0–60 time, monocoque construction, disc brakes, rack and pinion steering, independent front and rear suspension, and unrivalled looks. The E-Type was based on Jaguar's D-Type racing car which had won the 24 Hours of Le Mans three consecutive years (1955–1957) and, as such, it employed the racing design of a body tub attached to a tubular framework, with the engine bolted directly to the framework.
On its release 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. In popular culture the car features in the Austin Powers film series which parodies the Swinging London fashion scene of the 1960s.
OVERVIEW
The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later.
Later model updates of the E-Type were officially designated "Series 2" and "Series 3", and over time the earlier cars have come to be referred to as "Series 1." As with other largely hand made cars of the time, changes were incremental and ongoing, which has led to confusion over exactly what is a Series 1 car. This is of more than academic interest, as Series 1 E-Types—and particularly Series 1 OTS (convertible) examples—have values far in excess of Series 2 and 3 models.
Some transitional examples exist. For example, while Jaguar itself never recognised a "Series 1½" or "Series 1.5," over time, this sub-category has been recognised by the Jaguar Owners Club of Great Britain and other leading authorities. The "pure" 4.2 litre Series 1 was made in model years 1965-1967 (earlier Series 1 models had a smaller, 3.8 litre engine with less torque). The 4.2 litre Series 1 has serial or VIN numbers 1E10001 - 1E15888 (in the case of the left hand drive OTS), and 1E30001 - 1E34249 (in the case of the left hand drive hardtop, or FHC). The Series 1.5 left hand drive OTS has serial numbers 1E15889 - 1E18368, with the hardtop version of the Series 1.5 having VIN numbers 1E34250 - 1E35815.[10] Series 1.5 cars were made in model year 1968.
The Series 1 cars, which are by far the most valuable, essentially fall into two categories: Those made between 1961 and 1964, which had 3.8 litre engines and non-synchromesh transmissions, and those made between 1965-1967, which increased engine size and torque by around 10%, added a fully synchronised transmission, and also provided new reclining seats, an alternator in place of the prior generator, an electrical system switched to negative earth, and other modern amenities, all while keeping the same classic Series 1 styling. The 4.2 litre Series 1 E-Types also replaced the brake servo of the 3.8 litre with a more reliable unit. "The 4.2 became the most desirable version of the famous E-Type due to their increased power and usability while retaining the same outward appearance as the earlier cars."
As of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2 litre Series 1 OTS, with matching numbers, original paint and interior, under 80,000 original miles, and a history of being in the original buyer's family for 45 years (this car sold for $467,000 in 2013) and a 1961 "flat floor" Series 1, selling for $528,000 in 2014. Special run racing lightweights go for far more still, with a Series 1 lightweight - one of just twelve built - selling for more than £5 million (+/- $7.5 million USD) in early 2015.
Being a British made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types, particularly at the beginning and end of the Series 1 production. For example, the first 500 Series 1 cars had flat floors and external bonnet latches. At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units (including triple SU carbs, button actuated starter, toggle switches, etc.), except that the headlight covers were removed for better illumination. It is not known exactly how many of these Series 1 cars (sometimes referred to as for convenience sake as "Series 1.25," but per Jaguar, Series 1) were produced, but given that 1,508 Series 1 OTS cars were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights.
Worldwide, including both left and right hand drive examples, a total of 7,828 3.8 litre Series 1 roadsters were built, with 6,749 of the later 4.2 litre Series 1 roadsters having been manufactured.
While the 1968 Series 1.5 cars maintained the essential design of the Series 1 models, emission regulations caused US models to lose the Series 1 triple SU carburetors; these were replaced in the Series 1.5 by less powerful twin Zenith-Stromberg units, dropping horsepower from 265 to 246 and torque from 283 to 263.
Of the "Series 1" cars, Jaguar manufactured some limited-edition variants, inspired by motor racing:
The "'Lightweight' E-Type" which was 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, two have been converted to low drag form and two others are known to have been wrecked and deemed to be beyond repair, although one has now been rebuilt. 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. In 2014, Jaguar announced its intention to build the remaining six lightweights, at a cost of approximately £1 million each.
Safety and emissions regulations in the North American market forced the Series 2 and 3 E-Types to lose "the original's purity, with a larger grille, wider wheel arches and bigger bumpers being added that distorted the (Series 1's) looks."
The New York City Museum of Modern Art recognised the significance of the E-Type's design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction. The MoMA XKE is a Series 1 roadster.
CONCEPT VERSIONS
E1A (1957)
After the company's success at the Le Mans 24 hr through the 1950s, Jaguar's defunct racing department was given the brief to use D-Type style construction to build a road-going sports car, replacing the XK150.
The first prototype (E1A) featured a monocoque design, Jaguar's fully independent rear suspension and the well proven "XK" engine. The car was used solely for factory testing 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 the E1A, was constructed from a steel chassis with an aluminium body. This car was completed as a racing 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 Le Mans 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 test vehicle. Ownership of E2A passed to Roger Woodley (Jaguar's 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 owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction, where it sold for US$4,957,000.
PRODUCTION VERSIONS
SERIES 1 (1961–68)
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8 litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4.2 litres in October 1964.
The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp; 198 kW) and same top speed (150 mph;241 km/h), but increased torque from 240 to 283 lb·ft (325 to 384 N·m). Acceleration remained pretty much the same and 0 to 60 mph (0 to 97 km/h) times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400rpm instead of 5,500rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2 litre resulted in increased torque of approximately 10% across the power band. Its new block was also longer and was completely redesigned to make room for 5mm larger bores, and Jaguar also redesigned the crankshaft to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator.
Autocar road tested a UK spec E-Type 4.2 fixed head coupe in May 1965. The maximum speed was 246 km/h, the 0–60 mph (0–97 km/h) time was 7.6 seconds and the 402 m from a standing start took 15.1 seconds. They summarised it as "In its 4.2 guise the E-type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.".
Motor magazine road tested a UK spec E-Type 4.2 fixed head coupe in Oct 1964. The maximum speed was 241 km/h, the 0-60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds.They summarised it as "The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles of testing confirms that this is still one of the worlds outstanding cars".
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 vehicle manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) 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 number 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 four-speed gearbox that lacks synchromesh for first gear ("Moss box"). 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh four-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. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15 inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 - 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres.
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. The roadster and the non 2+2 FHC (Fixed Head Coupe) remained as two-seaters.
Less widely known, right at the end of Series 1 production, but prior to the transitional "Series 1½" referred to below, a small number of Series 1 cars were produced, with open headlights. These series one cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143mm from the Series 1½ at 160mm . Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968. Exact production numbers of these later Series 1 open headlight cars are not precisely known. They are not "rare" in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967, and their production ended that same summer, with the Series 1.5 production beginning in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Type 's are identical to other 4.2 litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburetors, polished aluminum cam covers, center dash toggle switches, etc.
Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called "Series 1½." Due to American pressure the new features were not just open headlights, but also different switches (black plastic rocker switches as opposed to the Series 1 toggle switches), de-tuning (using two Zenith-Stromberg carburetters instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminum ribbing, hood frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961-1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburetors from 3 to just 2, resulting in a loss in horsepower from 265 to 246 and a loss in torque from 283 to 263. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the "Series 1.5" of 1968. An often overlooked change, one that is often "modified back" to the older style, is the wheel knock-off "nut." US safety law for 1968 models also forbid the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special "socket" included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2, and per the JCNA Judges' Guide, "only MY '68 E-types are true Series 1.5s."
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 240.0 km/h and could accelerate from 0 to 60 mph (0 to 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 £2,097 including taxes.
The cars submitted for road test by the popular motoring journals of the time (1961) such as The Motor, The Autocar and Autosport magazines were specially prepared by the Jaguar works to give better-than-standard performance figures. This work entailed engine balancing and subtle work such as gas-flowing the cylinder heads and may even have involved fitting larger diameter inlet valves.
Both of the well-known 1961 road test cars: the E-type Coupe Reg. No. 9600 HP and E-type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag co-efficient. This goes some way to explaining the 240 km/h maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both test cars must have reached or exceeded 6,000 rpm in top gear when on road test in 1961.
Production numbers from Robson:
15,490 3.8s
17,320 4.2s
10,930 2+2s
SERIES 2 (1968–71)
The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive exterior feature is the absence of the glass headlight covers, which affected several other imported cars, like the Citroën DS, as well. Unlike other cars, this retrograde step was applied worldwide for the E-Type, not just to Americans living under the authority of the National Highway Traffic and Safety Administration.
Other hallmarks of Series 2 cars are a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, an enlarged "mouth" which aided cooling but detracted for the Series I design purity, twin electric fans, plastic rocker switches in place of the Series I toggle switches, and, of course most importantly, a material downgrading in performance resulting from a switch from the three SU carburetors used in Series I models to a mere two "smogged" Stromberg carbs, reducing horsepower from 265 to 246 and reducing torque from 283 to 263.
A combination steering lock and ignition key was fitted to the steering column, which replaced the dashboard mounted ignition switch and charismatic push button starter. A new steering column was fitted with a collapsible section in the event of an accident.
New seats were fitted which allowed the fitment of head restraints, as required by U.S. law beginning in 1969. The interior and dashboard were also redesigned; rocker switches that met US health and safety regulations were substituted for toggle switches. The dashboard switches also lost their symmetrical layout.
The engine is easily identified visually by the change from smooth polished cam covers to a more industrial "ribbed" appearance. It was de-tuned in the US with twin Strombergs and larger valve clearances, but in the UK retained triple SUs and the much tighter valve clearances. (Series 1½ cars also had ribbed cam covers). This detuned engine produced 245 hp, a drop of 20 hp.
Air conditioning and power steering were available as factory options.
Production according to Robson is 13,490 of all types.
SERIES 3 (1971–75)
The E-Type Series 3 was introduced in 1971, with a new 5.3 L twelve cylinder Jaguar V12 engine, uprated brakes and standard power steering. Optionally an automatic transmission, wire wheels and air conditioning were available. The brand new V12 engine was originally developed for the 24 Hours of Le Mans. It was equipped with four Zenith carburettors. The final engine was claimed produced 203 kW (272 hp), massive torque and an acceleration of 0-60 mph in less than 7 seconds, but this bhp figure was reduced in later production. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé.
Performance was very competitive with contemporaries.
The newly used longer wheelbase now offered significantly more room in all directions. The Series 3 is easily identifiable by the large cross-slatted front grille, flared wheel arches, wider tyres, four exhaust tips and a badge on the rear that proclaims it to be a V12.
Cars for the US market were fitted with large projecting rubber bumper over-riders (in 1973 these were on front, in 1974 both front and rear) to meet local 8 km/h impact regulations, but those on European models were considerably smaller. US models also have side indicator repeats on the front wings. There were also a very limited number of six-cylinder Series 3 E-Types built. These were featured in the initial sales procedure but the lack of demand stopped their production. When leaving the factory the V12 Open Two Seater and V12 2 ± 2 originally fitted Dunlop E70VR − 15 inch tyres on 15 × 6K wire or solid wheels.
The Jaguar factory claimed that fitting a set of Jaguar XJ12 saloon steel-braced radial-ply tyres to a V12 E-Type raised the top speed by as much as 8 mph. The production car was fitted with textile-braced radial ply tyres. This fact was reported by the editor of The Motor magazine in the long-term test of his E-type edition dated 4 August 1973, who ran a V12 fixed head for a while.
Robson lists production at 15,290.[
LIMITED EDITIONS
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 COUPE (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. Unlike the steel production E-Types, the LDC used lightweight aluminium. Malcolm 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 was 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 perspex. 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.
The only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe. Since then it has passed through the hands of several collectors on both sides of the Atlantic and is now believed to reside in the private collection of the current Viscount Cowdray.
Peter Lindner, the Jaguar distributor in Germany, had his Lightweight modified by the factory to include the Sayer low drag roof and rear panels as part of an effort to win the GT class at LeMans. Lindner's car was more than a match for the Ferrari 250 GTO but mechanical problems forced it out of the race. Lindner was later killed in a racing accident that demolished his car, which has recently been restored.
Jaguar waited too long before committing to a racing program in earnest and what could have been a world champion in 1962 was not competitive by 1965.
LiIGHTWEIGHT E-TYPE (1963–64, 2014–PRESENT)
Twelve cars plus two spare bodies were made by Jaguar.
In some ways, this was an evolution of the low drag coupé. It made extensive use of aluminium alloy metal, 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 an aluminium block tuned version of the production 3.8-litre Jaguar engine with 300 bhp (220 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. Factory-built lightweights were homologated by Jaguar with three 45DCO3 Weber carburettors in addition to a Lucas mechanical fuel injection system. Early cars were fitted with a close-ratio version of the four speed E-type gearbox, with some later cars being fitted with a ZF five speed gearbox.
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 but were reasonably successful in private hands and in smaller races.
One lightweight was modified into a low drag coupé (the Lindner/Nöcker car), by Malcolm Sayer.
Another lightweight was modified into a unique low drag design (the Lumsden/Sargent car), by Dr Samir Klat of Imperial College. Along with the factory LDC, this lightweight is now believed to reside in the private collection of the current Viscount Cowdray.
Many were fitted with more powerful engines as developments occurred.
On 14 May 2014, Jaguar's Heritage Business announced it would be building the six 'remaining' lightweights. The original run of lightweights was meant to be 18 vehicles; however only 12 were built. The new cars, using the unused chassis codes, will be hand built to exactly the same specification as the originals. Availability was prioritised for established collectors of Jaguars, with a focus on those who have an interest in historic race cars.
MOTORSPORT
Bob Jane won the 1963 Australian GT Championship at the wheel of a "lightweight" 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-litre six-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.
WIKIPEDIA
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Marian-Themed Rosary by The Modern Catholic in honor of Nuestra Señora dela Esperanza Macarena. Pls. feel free to PM me for inquiries.
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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!
Karni Exports is one of the most shining names in the dynamic world of fashion & Home textiles. Established in year 2000 & registered with D&B D-U-N-S No.(Dun & Bradstreet ),Karni Exports aspires for complete customer satisfaction owing to the high quality products at competitive prices with an on-schedule delivery. We firmly believes that the satisfaction of the valued customers is the focal point of its business.
Karni Exports is a name that stands on the pinnacle of the readymade garment Woven & Knitted garment fashion industry & Home Textiles With a commitment to excellence and delivering high fashion garments & Made-ups products.The company has established a strong market goodwill globally. A professionally manged company, Karni Exports is a leading manufacturer and exporter of fine quality Ladies fashion garments like Skirts, Woven Tops ,Dresses, Blouses, Tshirts, Shirts, Camisoles, Trousers, Pants, Kids wears , & Home Textiles products like bedsheets, quilts, curtains, cushions ,Rugs etc.
We take pride in introducing ourselves as one of India's leading manufacturers and exporters of Ladies Fashion Garments & Home Textiles, Made-ups products. Our elite range of products is in tune with the international trends focusing on intricate details, contemporary designs and scheduled deliveries. We are committed to offering the best service, at the best price!
We have earned accolades from our customers not only in domestic market, but also international market.In tune with the demands of time and challenges, we have developed cutting edge competitiveness.
Our Set up :
Our Infrastructural set up is our biggest strength. We possess a state-of-the-art production unit backed by hi-tech machines ,and latest technology. We continually upgrade our technology to fight competition. Our team of designers are involved in bringing forth garments with innovative designs and exquisite patterns.
Our set up also include:-
1. Pre-Production Sampling Room
2. Paper Pattern Making, Grading using Electra System
3. Assembly Line Production
4. Finishing Room with Steam Press, Stain Removing Machines and washing facilities.
Infrastructure : To keep abreast with the latest in fashion world, we possess a well-equipped production, backed by Juki & Pegasus. We have a team of designers, which is engaged in designing dresses that are a fusion of modern style and traditional look. Our apparels are given an excellent finishing touch by using latest technology. We also have inhouse facility of Knitted garments as well as woven garments.
Product Customization : We posses in-house facilities to work on our clients' desired design or style of garments. Taking care of all manufacturing methods tailored to clients requirement is the key of our motto service for satisfaction.
Principle market of the Company : U.S.A., Canada, UK, Spain, Israel ,
Europe, japan, middle east etc.
In House Setup : 100 Juki Machines with all finishing, dyeing, printing facility.
Clients : We have an excellent reputation in the verticals of this industry across the world, specially USA and Europe. Our impeccable credentials have given us a firm stand to maintain the relations with our clients by providing them customer satisfaction.
We already have our ONLINE Global Virtual Showroom on our web
& another link to see more products
www.flickr.com/photos/karniexports/show/
in that we have our all products range listed as a Digital Catelouge.
If you are interetsed in our products then we can start with simple sample order,we can send you samples .
Pls contact for complete details of all above products, color, size and wholesale price.
Thanxs and keep in touch
Regards.
KARNI EXPORTS
G1-155,EPIP,Garment Zone
Sitapura Industrial Area ,Tonk road,
Jaipur, ( Rajasthan) India.
INDIA-302022
Contact person :
Mr. Pradeep Nahata : +91-98281-99329
Telefax: +91 141 2770896
-------------------------------------------------------------
e-Mail : pradeepnahata@yahoo.com
-----------------------------------------------------
Karni Exports is one of the most shining names in the dynamic world of fashion & Home textiles. Established in year 2000 & registered with D&B D-U-N-S No.(Dun & Bradstreet ),Karni Exports aspires for complete customer satisfaction owing to the high quality products at competitive prices with an on-schedule delivery. We firmly believes that the satisfaction of the valued customers is the focal point of its business.
Karni Exports is a name that stands on the pinnacle of the readymade garment Woven & Knitted garment fashion industry & Home Textiles With a commitment to excellence and delivering high fashion garments & Made-ups products.The company has established a strong market goodwill globally. A professionally manged company, Karni Exports is a leading manufacturer and exporter of fine quality Ladies fashion garments like Skirts, Woven Tops ,Dresses, Blouses, Tshirts, Shirts, Camisoles, Trousers, Pants, Kids wears , & Home Textiles products like bedsheets, quilts, curtains, cushions ,Rugs etc.
We take pride in introducing ourselves as one of India's leading manufacturers and exporters of Ladies Fashion Garments & Home Textiles, Made-ups products. Our elite range of products is in tune with the international trends focusing on intricate details, contemporary designs and scheduled deliveries. We are committed to offering the best service, at the best price!
We have earned accolades from our customers not only in domestic market, but also international market.In tune with the demands of time and challenges, we have developed cutting edge competitiveness.
Our Set up :
Our Infrastructural set up is our biggest strength. We possess a state-of-the-art production unit backed by hi-tech machines ,and latest technology. We continually upgrade our technology to fight competition. Our team of designers are involved in bringing forth garments with innovative designs and exquisite patterns.
Our set up also include:-
1. Pre-Production Sampling Room
2. Paper Pattern Making, Grading using Electra System
3. Assembly Line Production
4. Finishing Room with Steam Press, Stain Removing Machines and washing facilities.
Infrastructure : To keep abreast with the latest in fashion world, we possess a well-equipped production, backed by Juki & Pegasus. We have a team of designers, which is engaged in designing dresses that are a fusion of modern style and traditional look. Our apparels are given an excellent finishing touch by using latest technology. We also have inhouse facility of Knitted garments as well as woven garments.
Product Customization : We posses in-house facilities to work on our clients' desired design or style of garments. Taking care of all manufacturing methods tailored to clients requirement is the key of our motto service for satisfaction.
Principle market of the Company : U.S.A., Canada, UK, Spain, Israel ,
Europe, japan, middle east etc.
In House Setup : 100 Juki Machines with all finishing, dyeing, printing facility.
Clients : We have an excellent reputation in the verticals of this industry across the world, specially USA and Europe. Our impeccable credentials have given us a firm stand to maintain the relations with our clients by providing them customer satisfaction.
We already have our ONLINE Global Virtual Showroom on our web
& another link to see more products
www.flickr.com/photos/karniexports/show/
in that we have our all products range listed as a Digital Catelouge.
If you are interetsed in our products then we can start with simple sample order,we can send you samples .
Pls contact for complete details of all above products, color, size and wholesale price.
Thanxs and keep in touch
Regards.
KARNI EXPORTS
G1-155,EPIP,Garment Zone
Sitapura Industrial Area ,Tonk road,
Jaipur, ( Rajasthan) India.
INDIA-302022
Contact person :
Mr. Pradeep Nahata : +91-98281-99329
Telefax: +91 141 2770896
-------------------------------------------------------------
e-Mail : pradeepnahata@yahoo.com
-----------------------------------------------------
This combination vacuum jetter truck, also known as combination vacuum jetting truck or sewer vacuum truck, is a kind of vehicle specially used to suck, transport, and transfer sludge and sewage in sewer lines, rainwater wells, and sedimentary wells. It can help to reduce the labor intensity of work in sewer as well as to keep poisonous gases away from workers.
It is not only a good choice for cleaning pipelines, but also a good assistant for large factories to deal with sewage, greasy dirt, and wastewater. Besides, sometimes it can be even used to clean brooks.
Apart from sucking, cleaning, and dredging sewer lines, this combination vacuum jetting truck possesses other advantages. The first one lies in that its advanced sewage circulation filtration system can recycle the sucked wastewater, thus saving a great deal of water. The second advantage is that the recycling use of water can help to reduce the times of adding and pouring out water, thus improving the work efficiency greatly.
This sewer vacuum truck mainly consists of chassis, tank, vacuum system, high pressure system, driving system, water recycling system, hydraulic system, and electrical system.
It should adopt RORO.
We can provide tri-axial and bi-axial combination vacuum jetter trucks for you to choose.
Performance of Combination Vacuum Jetter Truck:
1.It has incorporated vacuum sewage sucking, high-pressure cleaning, water recycling, large swing arm holder of hydraulic driving suction tubes, automatically retractable cleaning water pipes with length of 120m, and hydraulic driving system into just one body.
2. It can increase the water usage ratio by 100%, and by recycling water constantly, it can deal with more sewage as much as 175% that of other similar trucks
3. It enjoys 50% higher work efficiency, and 30% higher loading capacity.
4. This sewer vacuum truck can take continuous vacuum suction work.
5. It has a high-efficiency cleaning system to clean its sewage tank.
6. The sludge discharged by this truck can meet the high environmental standards.
Parameters of Combination Vacuum Jetter Truck:
Chassis
Appointed by the customer
Water flushing system
Brand: WOMA
Type: 185 ARP-GGG
Flow/pump: ± 406 l/min
Max Pressure: ± 180 bar
Power requirement: ± 135 kW
Drive line: Hydraulically driven from the 2nd PTO exit on the gearbox. Largely dimensioned and adequately protected for safe operation.
Jetting pump engaged and disengaged from the main control panel.
Safety features: The jetting pump will be automatically disengaged at minimum water level.
Water supply tank: Capacity ±1000L, incorporated with the cooling water tank.
Filling device, overflow and drain ducts are foreseen with the necessary valves and quick couplings.
Manhole is foreseen.
Water level sight glass with couplings at top and bottom for cleaning purposes.
Low level water detection in water tank.
Suction hose: 20m length, made in stainless steel with flexible tubing and foreseen with a water filter and the necessary isolation valves.
Pressure hose: The pressure duct can be connected to the air supply system of the truck to blow out all water in case of temperatures below 0°.
Manual set water pressure regulation device with overflow to the water tank.
Jetting hose reel: 200m cleaning length. Executed in stainless steel,fixed rear mounted,
swivelling through 180°
Drived by hydraulic motor.
Coiling off manually operated, coiling on automatic (spring system)
Foreseen with lever operated ball valve.
Power takeoff
The chassis has to be equipped at your expenses with:
1 PTO on the gearbox with twin outlets:
1 outlet for driving the vacuum pump
1 outlet for driving the needed hydraulic pumps
All outlets is able to work simultaneously when needed at their full power demand.
The exact execution of the PTO has to be determined together with our technical department.
Pressure vacuum tank
Shape: Cylindrical shaped tank with U-sectional external stiffening rings.
Material: Stainless steel, grade A240-316L (1.4404 acc DIN)
Capacity: ±5,000 Litres
Baffles: None foreseen.
Wall Thickness: ± 6 mm
Head Thickness: ± 6 mm (torispherical heads)
Design pressure: FV and 4,0 bar overpressure
Working pressure: -0.9 bar underpressure and 2 bar overpressure
Tipping ram: Front tipping ram with safety support for easy working under a tipped tank.
Manhole: 1 Off manhole, positioned on the top centre line of the barrel.
Overpressure safety: A bursting disc [graphite] is mounted with overpressure relief valve,flame arrestor and pressure gauge
Walkway: Aluminium low level walkway to man-way, with rigidly fixed handrail, accessible by ladder.
Vent Valve: A 80mm stainless steel butterfly valve, pneumatically operated from the main control panel, on tank top.
Discharge gutter: A stainless steel discharge gutter will be mounted at the rear to protect the chassis.
Advertising boards: Mounted on both sides of the barrel. Boards to be in aluminium, painted.
Rear door: Full door with hydraulically opening operation and heavy, adjustable hinges. No threshold because door bottom is at same level as tank floor.
Safety: Hydraulic check valves with auto check and mechanical hold in upper position.
Locking mechanism: The door is locked by hydraulic operated clamps.
Seal: Positive seal with rubber seal in neoprene.
Content indicator: By means of a stainless steel floating ball inside the tank and an indicating arrow on the outside.
When the tank is full, the suction duct is closed automatically and a horn signal is activated. By means of a by-pass switch you can still empty the suction hoses.
Inlet valve: One off 150mm ball valve, brand BV, with manual operation. Valve to be in steel with stainless steel ball and PTFE seals. Located in base of rear door. A riser pipe is fitted to the inlet line with a suitable bend. Terminating in 6” Camlock male connection with blank cap.
Outlet Valve: One off 150mm ball valve, brand BV, with manual operation. Valve to be in steel with stainless steel ball and PTFE seals. Located in base of rear door. Terminating in 6” Camlock male connection with blank cap. Valves locked pneumatically during transport.
Vacuum pump
Type: Liquid ring vacuum pump, make KENFLO, driven from the PTO on the gearbox with cardan shaft and V-belts. Engage and disengage from drivers cab, continuous operate at 8 meters of water vacuum..
Air Flow: ± 30,000lpm
Suction depth: 10m vertical depth below ground level.
Power requirement: ± 85 kW
Ductwork: 6" – in stainless steel and rubber hosing
Equipment: 1st cut-off with stainless steel floating ball, at top of tank.
stainless steel secondary cut-off.
Pneumatic operated transport valve on top of tank.
Non return valve at pump entrance.
Snifter valve 2”
Exhaust: On top of the water tank and at ground level. The upper exhaust is executed as “chimney” exhaust. Both exhausts are foreseen with a male coupling.
Pump cooling: Water tank in stainless steel 304(L), ± 1.500L, mounted just behind the drivers cab and foreseen with filling duct and discharge line, manhole and 40/30mm acrylic sight glass.
Cooling duct to pump foreseen with automatic operated isolation valve.
Filtration system
Brand Klass(Germany)
made of stainless steel, debris dewatered to at least 80% of solid content.
granularity 500μm
Tank mounting
The chassis will be equipped at our expense with a sub frame acc. chassis manufacturer's prescriptions.
At the rear, the tank is equipped with 2 heavy hinge points.
At the front, the tank rests in a tank saddle with rubber lining.
Hydraulic – pneumatic and electrical equipment
Equipment: All needed control valves and equipment for a smooth and easy operation of the unit are installed.
Hydraulic: The needed hydraulic pump is mounted directly onto the PTO on the gearbox.
The unit is foreseen with a suitable oil tank and the needed filters and valves.
Pneumatic: The necessary air supply is taken from the main air supply of the truck. The necessary safety valves are installed.
Electrical: The needed electrical current, 24VDC, is taken from the trucks electrical system and is foreseen with the needed fuses.
Additional safety features
Earthing: An earthing reel with 10m cable and spike is mounted.
Emergency stop: An emergency stop is installed on the main control panel.
Rotary beacon: 1 off amber coloured rotary beacon is mounted at the top at the rear.
Working light: 1 off working light is foreseen at the rear.
Control panel
Controls: All necessary controls needed for good operation are provided and will be discussed with the customer prior to mounting.
Labels: The whole unit is foreseen with clearly engraved labels where necessary.
Speed governor: A speed governor is foreseen at the control panel. Pre-wiring for this has to be executed by the chassis supplier at his expense.
Finishing
Hose racks: On one side a stainless steel hose storage rack with solid bottom. Length according to available place.
Swivel arm: swivelling in both the vertical and horizontal plane.
Tool boxes: On one side a multi compartment stainless steel toolbox is foreseen. The control panel is also located inside this box.
Mudwings: Synthetic mudwings are foreseen on all rear axles.
Traffic regulation: All necessary items to comply with the local traffic regulations are mounted on the truck.
Underrun protection: At the rear a fixed underrun protection will be installed.
Treatment
Sandblasting: All steel and stainless steel parts are sandblasted to grade SA2.5
Paint: The whole unit is painted in an acrylic paint in your FLN colours.
Inside: The inside of the tank is pickled and passivated.
Advertising: Not foreseen in this offer.
Delivery
Date: In mutual agreement.
Delivery: Ready to operate but without suctions hoses and other equipment, unless mentioned earlier in this offer.
Manual: The unit is foreseen with an operations manual and a manual for complete maintenance.
Training: Our company provides operate training.
As a professional manufacturer of combination vacuum jetter truck in China, FUJIAN TAIHUA TRANSPORTATION EQUIPMENT CO., LTD can also provide many special vehicles for you, such as low bed semi trailer, container flatbed semi trailer, container skeletal semi trailer, tipping semi trailer, van semi trailer, side wall semi trailer,fuel tanker semi trailer, bulk cement tanker semi trailer, bitumen tanker semi trailer, vacuum suction truck, water jetting truck, and more. All of our products have obtained ISO9001 and CCC certification. With reliable quality and competitive price, our products have been quite popular among clients in many countries like Saudi Arabia, UAE(United Arab Emirates), Tanzania, Kenya, Australia, New Zealand, Belgium, Bosnia and Herzegovina, Brazil, Cuba, Morocco, Algeria and such. If you need combination vacuum jetter truck, please don't hesitate to contact us.