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Jaguar Mk.IX (1959-61) Engine 3781cc S6 DOC Production 10.009
Registration Number 6582 EL (Bournemouth)
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Powered by the 220bhp version of the 3.8ltr. engine, the Mk.IX was the last of the big separate chassis saloons, plus all disc brakes and power assisted steering. Choice of manual or automatic transmissions, but more automatics..
In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for ₤1995 with manual gearbox, ₤2063 with overdrive, and ₤2163 with automatic transmission, which was less than half the price of similar competitors.
Thanks for a stunning 59,070,726 views
Diolch am 59,070,726 gwych, golygfeydd, mwy na phoblogaeth y Lloegr honno yn y Gorllewin
Enillwyr y Goron Driphlyg Cymru 2021
Shot 21.05.2017 at Chiltern Hills Classic Sar Show, Weedon Hill, Aylesbury REF 126-169
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The Fiat 500, commonly known as "Topolino", is an Italian city car produced and manufactured by Fiat from 1936 to 1955.
The name "Topolino" translates literally as "little mouse" in Italian, but is also the Italian name for Mickey Mouse.
The Topolino was one of the smallest cars in the world at the time of its production. Launched in 1937, three models were produced until 1955, all with only minor mechanical and cosmetic changes. It was equipped with a 569 cc four-cylinder, side-valve, water-cooled engine mounted in front of the front axle, (later an overhead valve motor) and so was a full-scale car rather than a cyclecar. The radiator was located behind the engine which made possible a lowered aerodynamic nose profile at a time when competitors had a flat, nearly vertical grille. The shape of the car's front allowed exceptional forward visibility.
Rear suspension initially used quarter-elliptic rear springs, but buyers frequently squeezed four or five people into the nominally two-seater car, and in later models the chassis was extended at the rear to allow for more robust semi-elliptic springs.
With horsepower of about 13 bhp, its top speed was about 53 mph (85 km/h), and it could achieve about 39.2 miles per US gallon (6.00 L/100 km; 47.1 mpg-imp). The target price given when the car was planned was 5,000 lire. In the event the price at launch was 9,750 lire, though the decade was one of falling prices in several part of Europe and later in the 1930s the Topolino was sold for about 8,900 lire. Despite being more expensive than first envisioned, the car was competitively priced. Nearly 520,000 were sold.
Three models were produced. Model A and B shared the same body, only the engine of model B had 16 hp, vs. 13 hp of Model A. Model A was produced from 1937 to 1948, while B was produced in 1948 and 1949. Model A was offered as a 2-door coupé, 2-door cabriolet and a 2-door van, while Model B also introduced a 3-door estate under the name 500 B Giardinetta ("estate car"). Model C was introduced in 1949 with a restyled body and the same engine as Model B, and was offered in 2-door coupé, 2-door cabriolet, 3-door estate and 2-door van versions. In 1952, Giardinetta was renamed Belvedere ("A turret or other raised structure offering a pleasant view of the surrounding area", referring to its sunroof). Model C was produced until 1955.
In 1955 the larger rear-wheel-drive Fiat 600 was launched by Fiat and that would become the design basis for the new Fiat 500, the Nuova 500.
The 500A is known to be hot rodded, once the car came to America. It was mostly hot rodded to a dragster, or a street rod.
This little FIAT 500 Topolino is certainly the smallest miniland-scale car I have ever built, 7-wide and 17.5 stud long. Nonetheless, the car has rear beam axle suspension and opening engine cover and doors.
[Text from Wikipedia]
en.wikipedia.org/wiki/Fiat_500_%22Topolino%22
This Lego miniland-scale 1947 FIAT 500 Topolino has been created for Flickr LUGNuts' 103rd Build Challenge, titled - 'The Fabulous Forties!' - a challenge for any vehicle produced through the decade of the 1940s.
I magazzini Mas di Via dello Statuto, sono da sempre una istituzione per la città di Roma. Agli inizi del secolo portavano il nome di Magazzini Castelnuovo e già da allora cambiò la scena del commercio della Capitale.
Specializzato nell'abbigliamento e confezioni uomo, donna e bambino, jeans e moda giovane,intimo, biancheria, calzature uomo e donna offre da sempre il meglio a prezzi assolutamente concorrenziali . L’arredo dei locali e l’odore che si respira passeggiando nei corridoi e nei piani del magazzino è di altri tempi, in perfetto stile Amarcord.
Se Émile Zola avesse trascorso la sua vita a Roma probabilmente per il suo "Al paradiso delle Signore", si sarebbe ispirato ai magazzini Mas di Via dello Statuto. O meglio a quello che erano agli inizi del XX secolo, quando col nome di Magazzini Castelnuovo questo gigante dell’abbigliamento rappresentava il nuovo che avanzava nel commercio romano.
Ora, a distanza di oltre un secolo, i magazzini Mas rappresentano qualcosa di "unico", in questa Roma dove ormai ipermercati e centri commerciali sono ovunque, snaturando la vecchia anima della città.
All'interno dei magazzini Mas (1000mq.) non c’è alcuna modernità "ricercata" nell’arredo dei locali, sembra che il tempo si sia fermato, quasi a voler celebrare una Roma da vecchie pellicole. I cartelloni delle offerte sono ancora rigorosamente scritti a mano col pennarello come nelle bancarelle per strada delle quali non sembra proprio sentire la concorrenza visti i prezzi bassissimi.
Chi non ha ancora visitato questi grandi magazzini non potrà mai dire di conoscere veramente Roma.
The warehouses Mas Via the Statute , have always been an institution for the city of Rome. At the beginning of the century bore the name of Castelnuovo Warehouses and since then changed the trading scene of the capital.
Specializing in clothing and clothing for men, women and children, and young fashion jeans , underwear, lingerie , footwear for men and women has always been the best at extremely competitive prices. The decor of the rooms and the smell you breathe while walking in the corridors and floors of the warehouse is of another time , in perfect Amarcord .
If Émile Zola had spent his life in Rome, probably for his " On the paradise of God ," it would be inspired by the warehouses Mas Via Statute . Or rather to what they were in the early twentieth century, when the name of this giant clothing stores Castelnuovo represented the new advancing in Roman trade .
Now , after more than a century , the warehouses Mas represent something "unique " in this Rome, where he now hypermarkets and shopping centers are everywhere, distorting the old core of the city.
Inside the store (1000mq.) there is no modernity Mas " refined " In furnishing of the premises, it seems that time has stood still , as if to celebrate a Roma from old films . Billboards of the offers are still strictly handwritten with a marker such as street stalls of which does not seem to feel the competition given the very low prices.
Who has not visited these stores can never really claim to know Rome.
On the strength of masterminding the original Ford Mustang, Lee Iacocca made the cover of TIME Magazine, rose via Machiavellian corporate scheming to become Number 2 at Ford Motor Company - and then got unceremoniously bundled out by Henry Ford II. Chrysler Corporation, at the time on its beam ends, snapped up Iacocca’s talent. He saved the company. Iacocca’s skills were in marketing rather than engineering. The simply-engineered and cheap-to-produce K-Car was competitively priced and Iacocca himself fronted the TV ads that caught the public’s imagination. In addition to the base Plymouth Reliant model, the car was available in various gussied-up versions. I personally liked the design, which reminded me of a late-model Ford Cortina. This fine example is the first I have seen in several years - classic car enthusiasts have largely shunned the Plymouth Reliant and its K-Car ilk.
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Taken on 29-10-2007 (just before this shot) from the very rear seat of a Boeing 737-800 - FR925 BLK-DUB - as we left Blackpool to return to Ireland after Cormac's stag weekend.
Splendid craic was had by all :-)
Lovely sunny but blustery afternoon there.
From the wikipedia:
Blackpool is a seaside town in Lancashire, England. Lying along the coast of the Irish Sea, it has a population of 142,900. Blackpool rose to prominence as a major centre of tourism during the 19th century, particularly for the inhabitants of northern mill towns
Blackpool is heavily dependent on tourism. In what is often regarded as its heyday (1900-1950), Blackpool thrived as the factory workers of northern England took their annual holidays there en masse. Any photograph from that era shows crowds of tourists on the beach and promenade. Blackpool was also a preferred destination of visitors from Glasgow and remains so to this day. Reputedly, the town still has more hotel and B&B beds than the whole of Portugal. The town went into decline when cheap air travel arrived in the 1960s and the same workers decamped to the Mediterranean coast resorts due to competitive prices and the more reliable weather. Today Blackpool remains the most popular seaside resort in the UK, however the town has suffered a serious drop in numbers of visitors which has fallen from 17 million in 1992 to 10 million today. Similarly Blackpool Pleasure Beach remains the country's most popular free attraction with 6 million visitors a year but has lost over a million visitors since 1998. Today, many visitors stay for the weekend rather than for a week at a time.
Blackpool boasts some important landmarks, most of which appeared originally as part of the flourishing tourist industry.
* Blackpool Tower, opened in 1894; it has been a dominant landmark of the Blackpool skyline since that time. Inspired by the Eiffel Tower of Paris, France, it is 158m (518ft 9in) tall. Beneath the tower is a complex of leisure facilities, entertainment venues and restaurants, including the world famous Tower Ballroom and Tower Circus.
* North Pier - The northernmost of Blackpool's three piers. It includes a small shopping arcade, a small tramway and the North Pier Theatre toward the end of the pier. The pier end also used to have a helicopter pad, but this was damaged at Christmas 1997 by a windstorm and collapsed into the Irish Sea.
* Central Pier - The middle pier, includes a large ferris wheel and shops.
* South Pier - The southernmost pier. Almost directly opposite the Pleasure Beach, it houses a theme park.
* Pleasure Beach Blackpool - a famous theme park. Rides include the Pepsi Max Big One, which is the largest roller coaster in the theme park and one of the largest in the UK.
* The Winter Gardens is a large entertainment and conference venue in the town centre. Includes the Opera House (one of the largest theatres in Europe), Pavilion Theatre, Empress Ballroom, Spanish Hall, Arena and Olympia.
A controversial aspect of Blackpool's night-life is its hen and stag parties. Brides- or bridegrooms-to-be and their friends, often dressed alike in absurd or risqué attire, roam the town's many bars and clubs getting increasingly drunk. Their rowdy behaviour is claimed to discourage family visitors and has led to complaints from hotel and guest house owners keen to attract a more upmarket clientele.
I obviously cannot possibly comment on that last statement :-)
This has been shot on a Google smartphone from a considerable distance with the lighting inside the fort being not very flattering.
The setting and the dresing is for a commercial shoot for Amazon campaign in an upmarket location and of course there were tonnes of lights synced to a SLR.
This is just a record shot to showcase the model and the styling and the drapingof the quintessential saree with a modern blouse.
Fashion has emerged as the undisputed champion in the online retail arena. With e-commerce giants like Amazon dominating the market, fashion has become the largest selling segment both in India and globally. The staggering sales figures speak for themselves, showcasing the insatiable demand for fashionable clothing and accessories in the online realm.
In a world where convenience and accessibility reign supreme, online shopping platforms have revolutionized the way consumers purchase goods. The ease of browsing through thousands of products at a click of a button has propelled fashion to new heights. As more and more people turn to online shopping, it comes as no surprise that fashion emerges as the dominant force in this digital landscape.
India, with its vast population and growing middle class, has witnessed an exponential surge in online sales across various sectors. However, it is the fashion industry that takes center stage with its ability to capture both traditional and contemporary tastes. From ethnic wear to Western styles, Indian consumers are indulging in their sartorial desires like never before on e-commerce platforms.
On a global scale, fashion continues to hold its ground as one of the most lucrative segments for online retailers worldwide. The allure of international brands coupled with competitive pricing creates an irresistible appeal for customers around the globe.
While other sectors may experience fluctuations in sales figures due to various factors such as seasonality or economic conditions; fashion remains resilient. Its ability to adapt and cater to evolving trends ensures that it remains at the forefront of consumer preferences.
It is evident that fashion's dominance in online sales is here to stay. As technology continues to advance, we can expect further innovations within this space that will only amplify its growth and reach even greater heights.
This is a part of a shoot for Amazon India for their Saree store launch in June 2023 shot in Rajasthan to test the framing and lighting with a handheld Google Pixel 7 camera.
PXL_20230609_022943033 pixel dng 2025
Funny story about this photo....
• • • • •
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". 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/. 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...
This hotel was built in the 1920's and must have been a beauty in those days. Located in one of the most beautiful places around and it still has it's grace. It was very popular back in the days and a lot of wealthy and royal visiters booked a night in here.
Unfortunately it had to close in the 1960's and nobody knows what to do with this beautiful but detriorated building. Well, almost nobody except us...
Please visit www.preciousdecay.com for more pictures and follow me on Facebook on www.facebook.com/Preciousdecay
If you are interested in some of my work then please contact me by personal message. I can offer you various a-class materials for competitive prices and worldwide shipping.
This English beauty was seen at the Heartland All British Car and Cycle Show held in Merriam Kansas.
History of MGA 1600
The MGA began production in 1955. The styling and mechanics were different from previous MG models. The public had been given hints of its new design during the 1951 Le-Mans 24 Hour endurance race. The car was driven by George Phillips and was actually a TD Midget with body modifications.
The XPAG engine that had power many previous MG's was replaced by a new power plant. This 1489 cc four-cylinder, B-series engine provided between 68 and 72 horsepower. The BMC B-series unit had made its debut in the MG Magnette saloon and proved to be a reliable and powerful engine.
To create enthusiasm for the cars prior to release, three aluminum-bodied prototypes were created and dubbed EX182. They were entered into the Le Man's race where they finished fifth and sixth in their class. This epic achievement gave the MGA racing credibility and mechanical reliability.
The styling of the car was undeniably elegant. Its aerodynamic design and two-seat open-body were stylish and sporty. The vehicle sat very low to the ground providing an excellent center of gravity. This improved handling and cornering ability. The chassis was a modified TD Midget unit with widely spaced side rails allowing for a low-seating position.
In the rear of the vehicle was a spare wheel mounted on the upper portion of the outside of the vehicle. Underneath was adequate trunk space for luggage. At the front of the vehicle sat the engine.
Steel disc wheels were standard equipment but center-locking wire wheels could be substituted at an additional fee. Since the car had an open-top, it was subjected to the elements. A hard-top could be purchased making the vehicle more versatile.
A coupe version quickly followed and offered features such as wind-up windows, soft-top versions, and other amenities that helped appeal to a wider customer base. To stay competitive on the race track, the MGA twin-cam version was introduced in 1958. This high-performance version could be driven to the race track, race, and then be driven home. The engine had been modified with aluminum components, twin overhead camshafts, and dual SU carburetors. These enhancements increased the horsepower rating to 110 and the overall top speed to 115 miles per hour. Disc brakes replaced the drums which not only made the car more competitive, it made it safer. Unfortunately, the vehicle suffered from reliability issues and did not hold up well to the strain of racing. So in 1960, MG discontinued its production.
In 1959, MG introduced the MGA 1600's and offered them in a coupe and open form. These were the standard MGA cars but with 1588 cc B-series pushrod engines. Drum brakes were used in the rear of the vehicle, but disc brakes were placed in the front.
In 1961, the MGA 1600 MKII was introduced. It featured a 1622 cc. B-series engine that was capable of producing 93 horsepower. 100 miles per hour was easily achieved by the MKII. Minor aesthetic changes were made to the front and rear of the vehicle.
In 1962, MG ceased the production of the MGA. Nearly 100,000 examples had been produced during its life span making it the longest-running and best-selling MG. The success of the vehicle was in part to its styling, racing history, performance, and competitive pricing. Many of the MGA's produced were exported to the United States. In the end and after so many years, the MGA was having trouble staying competitive with models offered by other manufacturers.
Source: Coceptcarz
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...
Jaguar Mk.IX (1959-61) Engine 3781cc S6 DOC Production 10.009
Registration Number WOW 659 (Southampton)
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Powered by the 220bhp version of the 3.8ltr. engine, the Mk.IX was the last of the big separate chassis saloons, plus all disc brakes and power assisted steering. Choice of manual or automatic transmissions, but more automatics..
In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for ₤1995 with manual gearbox, ₤2063 with overdrive, and ₤2163 with automatic transmission, which was less than half the price of similar competitors.
Many thanks for a fantabulous
48,191,011 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-284
Imagine steam locomotives chug, chug, chugging through Van Cortlandt Park. Last week I discovered that this bridle path was once the track bed for an abandoned commuter railway that was named Yonkers Rapid Transit. It was a western spur of the also defunct New York and Putnam Railroad and must have made for a beautiful ride to and from work.
Back when Yonkers was a village, as far back as 1887 residents of that hamlet could commute by rail from Getty Square to Manhattan. Being seventeen years before the New York City Subway was formed and thirty-one years before Henry Ford unveiled the Model T, that commute must have seemed like a modern marvel. Soon after the bridge over the Harlem River was shared with the then brand new Ninth Avenue El and with shared stations Yonkers residents could transfer and commute from Yonkers all the way down to Battery Park.
In 1916 New York City moved to take over the Manhattan section of the Putnam Division and by 1918 when the rails of the Old Putt were taken over by the Jerome Avenue El commuter service into Manhattan ended. But service continued on in the Bronx and Westchester with several connections to the Subway system. The Getty Square Branch along with the Bronx division of the Putnam Railroad went from locomotive breath to third rail electric power in 1926.
Because of railroad consolidation, the Harlem and Hudson lines falling under the same ownership, instead of competitive price wars there were reasons the owners no longer wanted to keep the Putnam running. Ending in the Bronx instead of the flagships Grand Central Terminal and Pennsylvania Stations was one, two lines were cheaper that three was another.
But popular demand forced the continuation of the passenger routes for a little while. The Yonkers Rapid Transit would be abandoned in 1943. After a legal battle by Yonkers residents to save it, which reached the United States Supreme Court, failed the line was scrapped in December of 1944.
The main route of the Putnam Division lasted a bit longer. In 1956, the New York Central announced its intention to end all commuter service on the Putnam Division while increasing fares on the nearby Harlem and Hudson Divisions. The people tried to fight that ending too but service cutbacks drove down popularity and people soon switched the other lines. The last Putnam Division passenger train ran on May 29, 1958.
Funny, while browsing information about the rail, back in the day when horse and buggy companies had no competition, they were suing these railroad lines. Much like the existing taxi drivers suing Uber today. But now that the old Yonkers Rapid Transit line is a bridle path, I guess the horses won this one.
I spent some time in Cyprus last November. Cyprus is an island in the Mediterranian Sea. It has a long and dramatic history and is, after a war in the 1970:ies, divided in a northern and a southern part. It was not a civil war, no that war was about bigger neighbours trying to strengthen their position and power. And can you imagine: the CIA was involved here too!
My visit this time was to the northern part, where I hadn't been before. It was late and dark when my plane landed so I couldn't see much of the landscape from the bus to my hotel. The photo here is what I saw from the hotel balcony in the first morning light on the next day. It confirmed what travel guides say. Northern Cyprus is not focused on tourism to the same extent as the southern part but for a traveler like me, this can be an advantage. I like the genuinity and relaxed feel of northern Cyprus. There is a lot here to experience at very competitive prices and if you are interested in Medievel and later history, here is all you need for many weeks and months!
The Jaguar E-Type 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 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 where innovative technical solution for the time.
On its release in March 1961 Enzo Ferrari called it "the most beautiful car ever made"
The E-Type is featured in the Italian comic series Diabolik, Austin Powers films, the television series Mad Men and few 007 movies
The model shown here has a 4.2 liter 6 cylinder engine capable of 269hp and 280km/h
MAUTO - Museo dell'Automobile - Torino
View of the first SD14 'Nicola' as she is launched at the Southwick shipyard of Austin & Pickersgill, Sunderland, 29 December 1967 (TWAM ref. DT.TUR/4/AG3684C).
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
From Wikipedia, the free encyclopedia
IATA ICAO Callsign
TN TAA TRANSAIR
Founded8 February 1946
Commenced operations9 September 1946
Ceased operationsApril 1994 (acquired by Qantas Airways)
HubsMelbourne Airport (Essendon Airport from 1947 to 1971)
Parent companyAustralian National Airlines Commission
HeadquartersMelbourne, Victoria, Australia
Trans Australia Airlines (TAA), renamed Australian Airlines in 1986, was one of the two major Australian domestic airlines between its inception in 1946 and its merger with Qantas in September 1992. As a result of the "COBRA" (or Common Branding) project, the entire airline was rebranded Qantas about a year later with tickets stating in small print "Australian Airlines Limited trading as Qantas Airways Limited" until the adoption of a single Air Operator Certificate a few years later. At that point, the entire airline was officially renamed "Qantas Airways Limited" continuing the name and livery of the parent company with the only change being the change of by-line from "The Spirit of Australia" to "The Australian Airline" under the window line with the existing "Qantas" title appearing above.
During its period as TAA, the company played a major part in the development of the Australian domestic air transport industry. The establishment of TAA broke the domestic air transport monopoly of Australian National Airways (ANA) in the late 1940s, and taking over the Queensland air network from Qantas. It was also at the time TAA supported the Flying Doctor Services of Australia by providing aircraft, pilots and engineers to ensure every emergency was answered quickly. Qantas had also been instrumental in the formation of the Flying Doctor Service.
The airline's headquarters were located in Melbourne.[1][2] In 1954 TAA became the first airline outside Europe to introduce the Vickers Viscount "propjet", and in 1981 it introduced the Airbus A300, the first wide-body aircraft to be purchased by an Australian domestic airline providing TAA with a clear edge over major competitor at the time, Ansett which had purchased instead, the Boeing 767-200, receiving the type approximately a year later. Ironically, although the A300s were initially painted in full Qantas livery, they were phased out within a few years being replaced by previously international operated Qantas 767-238ERs, 767-338ERs and later supplemented by seven ex British Airways 767-336ERs.
Qantas revived the Australian Airlines brand between 2002 and 2006 to serve the low-cost leisure market of visitors to and from Australia but using a full-service model, operating selected Qantas 767-338ERs – although the livery used was not the same as that used by the previous domestic operation.
History
This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.
Background
Up until World War II, Australia had been one of the world's leading centres of aviation. With its tiny population of about seven million, Australia ranked sixth in the world for scheduled air mileage, had 16 airlines, was growing at twice the world average, and had produced a number of prominent aviation pioneers, including Lawrence Hargrave, Harry Hawker, Bert Hinkler, Lawrence Wackett, the Reverend John Flynn, Sidney Cotton, Keith Virtue and Charles Kingsford Smith. Governments on both sides of politics, well aware of the immense stretches of uninhabitable desert that separated the small productive regions of Australia, regarded air transport as a matter of national importance (as did the governments of other geographically large nations, such as the Soviet Union and the United States). In the words of Director General of Civil Aviation AB Corbett,
A nation which refuses to use flying in its national life must necessarily today be a backward and defenceless nation.[3]
Air transport was encouraged both with direct subsidies and with mail contracts. Immediately before the start of the war, more than half of all airline passenger and freight miles were subsidised.
However, after 1939 and especially after Japan's invasion of the islands to the north in 1941, civil aviation was sacrificed to military needs. By the end of the war, there were only nine domestic airlines remaining, eight smaller regional concerns and Australian National Airways (ANA), a conglomerate owned by British and Australian shipping interests which had a virtual monopoly on the major trunk routes and received 85% of all government air transport subsidies.
The Chifley Government's view was summed up by Minister for Air, Arthur Drakeford: Where are the great pioneers of aviation? ..... We discover that one by one the small pioneer enterprises are disappearing from the register. It is the inevitable process of absorption by a monopoly. Air transport, the government believed, was primarily a public service, like hospitals, the railways or the post office. If there was to be a monopoly at all, then it should be one owned by the public and working in the public interest.
In August 1945, only two days after the end of World War II, the Australian parliament passed the Australian National Airways Bill, which set up the Australian National Airways Commission (ANAC) and charged it with the task of reconstructing the nation's air transport industry. In keeping with the Labor government's socialist leanings, the bill declared that the licenses of private operators would lapse for those routes that were adequately serviced by the national carrier. From this time on, it seemed, air transport in Australia would be a government monopoly. However, a legal challenge, backed by the Liberal opposition and business interests generally, was successful and in December 1945, the High Court ruled that the Commonwealth did not have the power to prevent the issue of airline licenses to private companies. The government could set up an airline if it wished, but it could not legislate a monopoly. Much of the press objected strongly to the setting up of a public airline network, seeing it as a form of socialisation by stealth.
Beginnings
Trans-Australia Airlines Skymaster
With the bill suitably amended to remove the monopoly provisions, the Australian National Airways Commission came into existence in February 1946. The commissioners themselves were prominent high-achievers, including the director-general of civil aviation, the deputy director, a Labor party luminary and former member of the Commonwealth Bank board, the director-general of posts and telegraphs, and the assistant secretary of the Treasury. The commission was to be chaired by Arthur Coles.
Coles was one of the richest men in Australia, and the co-founder of the Coles Group. By this time however, Coles had withdrawn from active management of the family business. He was 'a great believer in competition for business'[4] and would not have accepted the post of Chairman of the ANAC had the monopoly provision been retained.
The Commission decided on the name "Trans-Australia Airlines", applied to the Treasury for a preliminary advance of £10,000 and set about making plans, recruiting staff, and purchasing equipment. Reginald Ansett, proprietor of the small Victorian company Ansett Airways was quick to offer to get the new airline off to a flying start by selling his entire operation to the ANAC as a going concern, including (if desired) his own services as managing agent. The asking price, the Commission decided, was optimistic, and Ansett declined a more modest counter offer.
There was considerable correspondence between the Commission and Ivan Holyman, the Chairman of ANA, with a view to recruiting Holyman as General Manager of TAA at the princely salary of £10,000 pa, and, when that offer was declined, of buying the near-monopoly airline outright. Holyman was not willing to sell, nor to work for a government-owned body, but was interested in setting up a "composite company", the details of which proposal remained unclear.
Eventually the ANAC proceeded with the original plan, to build an airline from scratch. One of the first people hired was Lester Brain, then operations manager at Qantas. Brain had 22 years of pioneering aviation experience behind him and was regarded as the man behind Qantas' reputation for technical excellence. He applied for the advertised position of TAA Operations Manager, but to his surprise and delight, was instead offered an appointment as General Manager — though at £3,000 pa, not the £10,000 that had been offered to Holyman.
TAA Douglas DC-3 at Brisbane Airport, early 1970s
TAA acquired its first two aircraft in mid-June 1946, both Douglas DC-3s. A dozen more DC-3s would be added over the next few months, all ex-Royal Australian Air Force aircraft originally bought by the Australian Government under lend-lease. In July, the Treasury released £350,000 to allow TAA to order four larger, more modern DC-4s from Douglas in the United States, and Brain appointed Aubrey Koch (from Qantas) as Senior Pilot DC4 Skymaster and John Watkins as Chief Technical Officer. Watkins would become one of the key figures in TAA's success. His first task was to travel to the United States to accept delivery of the DC-4s. He later wrote:
To my utter astonishment Arthur Coles, after the expected pep-talk about the DC-4 assignment, said he was relying on me to find out what new equipment was being developed that would enable us to offer our passengers a better product than our established rival, at a competitive price.
It was typical of Coles, who knew nothing about aircraft, to reason that quality equipment would be vital, and then select the best man for the job of finding it and be prepared to back his judgement.
At this point, political considerations came to the fore again. TAA planned to start regular services on 7 October, but there was a federal election set for 28 September. Britain's wartime Prime Minister Winston Churchill had been enormously popular during the darkest hours, but was voted out at the first post-war opportunity. There was no certainty that the Chifley Government would not be treated likewise, and the opposition was opposed to government ownership. Coles addressed the Commission at a meeting on 2 September 1946.
Gentlemen, the Government wants us to start services as soon as possible. There is a Federal election on 28 September. If we don't have an airline up and running by then and Labor loses the election there'll be no airline. We'll be out of a job. Any suggestions?
After some discussion it was agreed that the airline was not ready. It had a name, some excellent pilots, and some aircraft, but no ground facilities, no sales staff, no documentation, not even tickets. With a great deal of effort, it should be possible to make the planned start date of 7 October. With the discussion complete, Coles said:
I have news for you. We start next Monday.
After a week of frantic effort hiring staff, borrowing a tin shed at the RAAF base at Laverton because Essendon Airport had been turned into mud by heavy rain, creating operations manuals, passenger manifests, tickets, and load sheets — even making passenger steps and baggage carts because there was no time to buy them in the ordinary way — Captains Hepburn and Nickels took off from Laverton at 5:45 am bound for Sydney. TAA's first scheduled flight carried a full load of VIPs and just one paying passenger.
Rapid expansion
Fokker Friendship Series 100 of TAA at Melbourne's Essendon Airport in 1970.
The subsequent few years led to massive growth for the new airline. As post-war austerity gave way to a more affluent era, Australians were able to travel by air in ever increasing numbers.
Much of the growth in domestic aviation in the 1950s, 1960s and 1970s was dominated by the rivalry between the privately owned Ansett-ANA and the government-supported TAA. A major factor in the success of the government airline was the wise choice of aircraft. After initially utilising the venerable and readily available Douglas DC-3, TAA was able to acquire the revolutionary pressurised Convair 240. Popular with the travelling public because of its ability to fly above much of the weather, it was really this aircraft that established the airline's reputation for excellence and service reliability.
TAA Douglas DC-9-31 Paul Strzelecki awaiting passengers at Melbourne's Essendon Airport in 1971, wearing the 1964-1969 Whispering T-Jet colour scheme used exclusively on DC-9s and Boeing 727s.
East-coast services were continually expanded and TAA soon earned its title as a true 'trans Australian' airline with services to Perth on the west coast of the continent, using Douglas DC-4 aircraft. Vickers Viscount turboprop aircraft were introduced in the 1950s and again proved immensely popular as a result of their smooth, vibration-free ride.
Although government-owned, the Liberal conservative government of the 1950s had a philosophical leaning towards the needs of the privately owned Ansett and the requirements of TAA suffered as a result. The controversial Two Airlines Policy was introduced and effectively seriously limited growth and expansion opportunities for the airlines without government approval.
Flight numbers and schedules were strictly controlled, and TAA and Ansett-ANA invariably had flights departing airports for the same destination at exactly the same time with exactly the same equipment. The policy was so strict that even newly purchased identical aircraft (one from each airline) were required on their delivery flights to enter Australian airspace at exactly the same time.[citation needed]
TAA's first Lockheed Electra II four-engined turboprop airliner at Melbourne's Essendon Airport, January 1971, wearing the 1960-1969 Jetliner colour scheme
The conservative government's benevolent attitude towards Ansett was epitomised in the 1950s when it forced TAA to swap a number of its popular turbo-prop Viscount aircraft with Ansett-ANA in return for slower and older, piston-engined Douglas DC-6Bs. In another instance, TAA had planned to re-equip with the revolutionary Sud Aviation Caravelle pure-jet but as Ansett felt this was too advanced at that stage for their own needs, both airlines were required to purchase the Ansett preference: the less advanced turbo-prop Lockheed L-188 Electra.
Nonetheless the Electra proved a reliable aircraft and TAA continuously grew and prospered. In the 1960s it introduced Boeing 727-100 and McDonnell Douglas DC-9-30 Whispering T-Jets on primary routes as well as Fokker F27 Friendship Jetliner turboprops on regional routes.
By the late 1960s it had a massive network criss-crossing the continent, as well as an internal network within Papua New Guinea and flights from Darwin to Baucau in Portuguese Timor. At this time the airline's livery was the famous white T on a blue tail, referred to as The Look of the '70s. One of the more memorable television advertisements of the period was the jingle "Up, Up and away, with TAA, the Friendly Friendly Way", whose lyrics and music were a variation on the 1967 song Up, Up and Away, written by Jimmy Webb and also used by the US airline TWA.
Further expansion occurred in the 1970s and larger 727-276s (simultaneously with Ansett) were acquired. Once again the terms of the introduction were restricted by the two-airline policy.
The policy was marginally relaxed in the early 1980s when TAA was able to introduce the Airbus A300B4, whilst Ansett chose to purchase the Boeing 767. The A300 was a revolutionary aircraft at the time for the domestic airline industry, in that it was a wide-body (twin aisle) aircraft. It provided significant extra capacity on the trunk east coast network and to Perth. In 1986, Trans-Australia Airlines was rebranded as 'Australian Airlines' and the kangaroo returned to its livery. Its new image coincided with a very successful and popular television campaign: "You Should See Us Now", "Face To Face" and "The Way We Do The Things We Do" became the carrier's new theme songs.
Rebranding
A Boeing 727 at Brisbane Airport in March 1992
In 1986, after a change of airline management, the name Trans-Australia Airlines was controversially dropped, in favour of Australian Airlines. Associated with this image change was a new livery for the airlines' aircraft, which wore the title Australian.
Australian Airlines was the travel sponsor for the television shows Neighbours, Wheel of Fortune and Sale of the Century between late 1987 and 1994.
Between 1980 and the merger with Qantas, selected teams participating in the Australian Touring Car Championship bore both Trans Australian Airlines (TAA) and Australian Airlines insignia, and from 1985 to 1990 the Seven Network commentary team used the airline to travel between the states to attend the various racing venues.
By the end of the 1980s, the government began to move towards deregulation of domestic aviation. (Deregulation took effect in October 1990.[5]) A by-product of this impending change was the 1989 Australian pilots' dispute. As the result of prolonged wage suppression, this dispute saw the resignation of the majority of Australian Airlines' aircrew and the basic structure of the airline was changed forever. The Hawke cabinet not only encouraged the airline companies to employ overseas "strike breakers" but went even further, opting to pay the newly employed pilots from the public purse.[6]
Downturn
The early 1990s changed the face of Australian domestic air travel. The Federal Government, although technically having deregulated the domestic aviation sector, made it effectively impossible for new entrant Compass Airlines to succeed. In 1987, the Hawke Government announced that the then government-owned domestic air terminals would be effectively privatised and leased to the two domestic airlines. Compass, a threat to the TAA/Ansett duopoly, was granted severely limited access to terminal facilities. At Sydney Airport both major airlines had effectively been given freehold ownership of their two separate terminals. The Federal Airports Corporation later purchased the Ansett terminal when it went broke in 2002. Any third airline operating there had to make do with the regional airline facilities. At other airports the two airlines had leased mostly empty terminals and installed all operational furnishings themselves. The airport authorities eagerly accepted lease money from Compass while providing almost no space in their terminals.
The ambitious new airline was allocated by the government what were clearly the worst gates, in the least desirable sections of domestic terminals across the country (in some cases, Atco huts were used) and had to operate from the international terminal at Perth Airport. As the result of liens placed over the Compass aircraft (due to alleged non-payment of airways expenses), the government's Civil Aviation Authority effectively caused the shutting down of Compass on 20 December 1991, 5 days before what would have been the immensely profitable Christmas travel period.[7] A seemingly well-orchestrated plan saw the Compass aircraft quickly flown out of the country and, with them, potentially the demise of a truly deregulated domestic aviation sector.
Ansett and TAA/Australian were the sole remaining players, in effect a de facto two-airline policy yet again. Throughout this period of transformation and deregulation, Australian Airlines continued its successful run by posting healthy profits, increasing passenger loads and gained much favour from its catchy television commercials. Although the merger with Qantas was seen as inevitable to give the latter a domestic network — and revive its bottom line — many former staff of Australian Airlines (TAA) and the general public mourned the loss of this iconic Australian brand.
Acquisition by Qantas
Although Compass was controversially and perhaps inevitably forced out of business, Australian's days, and those of Ansett, were numbered: the decision had been made at Federal Government level to offer both government-owned carriers (Qantas and Australian) for sale. Australian Airlines was offered first but was quickly snapped up by Qantas, which offered $400m to purchase the domestic carrier. Qantas then decided to merge the airline into its network; subsequently the government offered the entire merged operation in a public float, after selling a cornerstone 25% stake to British Airways, thus returning Qantas to the stock market after being absent from listing since 1947.
Qantas acquired Australian Airlines on 14 September 1992,[8] in preparation for its closure on 30 April 1994.[9] Subsequent to the merger, TAA/Australian's Boeing Customer Number '76' was replaced by the Qantas Customer Number '38' for all subsequent Boeing aircraft deliveries commencing with the Boeing 737-838.
The majority of the Australian Airlines branding was removed during the merger and replaced with Qantas branding; for instance, Australian's Flight Deck Lounge became The Qantas Club. The sole remaining Australian Airlines brand identity – The Australian Way (inflight) magazine – was rebranded as The Qantas Magazine in 2016.
Rebirth
In October 2002, Qantas revived the Australian Airlines brand as a full-service carrier, targeting the low-cost leisure market and flying primarily out of Cairns and Bali. This airline was disbanded in 2006 and its assets were absorbed back into the Qantas group.[8]
TAA Museum
Qantas currently allocates space at its Airport West Training Facility (formerly the TAA/Australian Airlines Flight Training Centre) for The TAA Museum. The museum displays artifacts from the life of TAA/Australian including service ware, uniforms, advertisements and photographs and is open to the public during the week. The museum is immensely popular with former staff and the travelling public and is run by a dedicated group of volunteers.
Fleet
The nose section of an Australian Airlines Airbus A300 in TAA colours at Eagle Farm Airport, 1988
An Australian Airlines Boeing 737-300 at a gate at Sydney Airport, with a company Airbus A300 in the background, in TAA colors, 1987
Over the years, the airline operated the following aircraft types:
This list is incomplete; you can help by expanding it.
Aircraft Introduced Retired Notes
Airbus A300[10][11]
1981
1993
Wide-body aircraft. Transferred to Qantas.
Bell 47[12]
1961
1971
Light helicopter
Boeing 707[13] Leased from Qantas
Boeing 727[14]
1964
1992
Includes B727-100 and B727-200 aircraft
Boeing 737-300[11]
1986
1993
Transferred to Qantas.
Boeing 737-400[11]
1990
1993
Transferred to Qantas.
Boeing 747-200[11]
1989
1990
One leased from All Nippon Airways.
Boeing 757-200[11]
1989
1990
Two leased from Monarch Airlines
Bristol 170 Freighter[15]
1961
1967
Cargo aircraft
Consolidated PBY Catalina[16]
1962
1966
Amphibious flying boat built as Canadian-Vickers OA-10A for USAAF
Convair CV-240[17]
1948
1959
One Convair CV-440 operated by HARS in TAA livery
de Havilland Canada DHC-3 Otter[18]
1960
1966
STOL aircraft
de Havilland Canada DHC-6 Twin Otter[19]
1966
1993
STOL aircraft
Douglas DC-3
Douglas C-47 Skytrain[13]
1946
Douglas DC-4
Douglas C-54 Skymaster[13]
Douglas DC-6[13]
Fokker F27 Friendship[13] Turboprop aircraft
Lockheed L-188 Electra[13]
1959
1971
Turboprop aircraft
Lockheed Model 18 Lodestar[citation needed]
McDonnell Douglas DC-9[13]
1967
1987
DC-9-30 aircraft
Vickers Viscount[20]
1954
1970
Turboprop aircraft
Australian Airlines also ordered the Airbus A320 and 'pictures' appeared in Australian aviation magazines advertising the paint company who were to supply the paint for the livery. The airline never took up the option on the A320 opting instead for the Boeing 737-400.
Accidents and incidents
Fatal
On 8 August 1951 at around 9 p.m. local time, a Trans Australia Airlines Douglas C-47 Skytrain (registered VH-TAT) crashed into the sea shortly after take-off from Cambridge Aerodrome for a cargo flight to Melbourne, killing the two pilots. They had lost control of the aircraft due to a severe ice build-up.[21][22]
On 31 October 1954, a Vickers Viscount (registered VH-TVA) crashed shortly after take-off from Mangalore Airport. Three of the eight crew members that had been on the training flight were killed.[23]
On 10 June 1960, Flight 538 from Rockhampton to Mackay, Queensland, which was operated by a Fokker F27 Friendship registered VH-TFB, crashed into the sea while approaching Mackay Airport, killing the 25 passengers and four crew on board. It was the worst accident in the history of the airline.
On 24 May 1961, a Douglas DC-4 registered VH-TAA was destroyed when it crashed on Bulwer Island whilst on approach to Brisbane Airport, killing the two pilots that had been on the cargo flight from Sydney. The captain had suffered a heart attack and collapsed onto the throttles, and the co-pilot had thus been unable to see large trees in front of him because he could not reach the switch for the landing light.[24]
On 28 April 1970, a de Havilland Canada DHC-6 Twin Otter (registered VH-TGR) crashed shortly after take-off from an unpaved airfield near Kainantu, Papua New Guinea, killing the two pilots and six of the nine passengers on board.[25]
Non-fatal
The damaged tail of a Canadian Pacific Air Lines Douglas DC-8, that was hit by a TAA Boeing 727 at Sydney Airport in 1971
On 29 January 1971, a Boeing 727 registered VH-TJA hit the tailfin of a Canadian Pacific Air Lines Douglas DC-8 (registered CF-CPQ) right after take-off from Sydney as Flight 592 to Perth. The DC-8 had not yet cleared the runway following its arrival. The TAA 727 suffered a gash in its fuselage, but the pilots managed to safely return the aircraft to the airport, so that there were no injuries.[26]
On 11 April 1972, a Douglas C-47 Skytrain (registered VH-PNB) that had been leased from Ansett, overran the runway on landing at Madang Airport, ending up in the sea damaged beyond economic repair.[27]
On 9 June 1982, a Fokker F27 Friendship was damaged beyond repair when it skidded off the runway upon landing at RAAF Base Amberley. The aircraft with three people on board had been on a training flight, which included a landing with one engine deliberately shut down, during which the pilot lost control.[28]
Criminal occurrences
On 19 July 1960, Flight 408 from Sydney to Brisbane, operated by a Lockheed L-188 Electra registered VH-TLB, was the subject of an attempted hijacking. An armed man demanded the flight be diverted to Singapore, but he was overpowered by the crew.[29]
On 8 June 1979, a hijacking attempt occurred on board a TAA McDonnell Douglas DC-9 during a flight from Coolangatta to Brisbane. The pilots landed at Brisbane Airport, where the perpetrator was arrested.[30]
On 21 September 1982, Trans Australia Airlines Flight 454, operated by a McDonnell Douglas DC-9 registered VH-TJS, was the subject of an attempted robbery of $600,000 from the Reserve Bank of Australia. The robbery involved four men consigning themselves as freight, intending to steal the money during two flights of the aircraft.[31]
On 13 February 1983, an Airbus A300 was hijacked en route a flight from Perth to Melbourne and the hijacker demanded to be flown to Tasmania. He was protesting the Franklin River Dam development.The pilots continued to Melbourne Airport, on taxi-in the hijacker, who was on the flight deck told the crew his bomb was on a timer – the aircraft was stopped and a full evacuation followed. The hijacker was subsequently arrested.[32]
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories.
View of crew’s messroom on ‘Nicola’ the first SD14 to be built by Austin & Pickersgill at the Southwick shipyard, Sunderland (TWAM ref. DT.TUR/4/3732R).
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
Urbex Benelux -
A charity shop, thrift shop or opportunity shop (colloquially referred to as an op shop) is a retail establishment run by a charitable organization to raise money. Charity shops are a type of social enterprise. They sell mainly used goods such as clothing, books, music albums, DVDs, and furniture donated by members of the public, and are often staffed by volunteers. Because the items for sale were obtained for free, and business costs are low, the items can be sold at competitive prices. After costs are paid, all remaining income from the sales is used in accord with the organization's stated charitable purpose. Costs include purchase and/or depreciation of fixtures (clothing racks, bookshelves, counters, etc.), operating costs (maintenance, municipal service fees, electricity, heat, telephone, limited advertising) and the building lease or mortgage.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories
(from left) My Scene Barbie china cabinet with RE-MENT china set (top shelf), beads (middle) and custom painted Barbie My Scene stereo and lamp; cruelty-free (and pet-friendly!) zebra "skin" rug from inkjet printed fabric glued on black felt base, vintage Allan head on VOLKS articulated body in vintage houndstooth sportcoat and fashion, repainted black flea market picture frames with added magnetic backing, custom inkjet printed pillows based on Jonathan Adler designs, Barbie My Scene repainted coffee table and RE-MENT tea set, vintage Barbie Go-Togethers end table with custom printed tabletop liner, white enamelled metal dollhouse birdcage (severed from original attached table bottom, lined with felt), Hobby Lobby photo frame chair, Silkstone Lingerie #3 Barbie doll in I Love Lucy Barbie fashion, Haute Traveler Susie doll in handmade reproduction Francie Japanese exclusive fashion by Joan Hudson; black and white wallpaper scanned in from fabric and printed on my Epson panoramic photo printer (about 3 pieces of 13x19 inch paper fitted together for each room width).
RESOURCE LIST:
Room With A View magnetic diorama
www.cleabella.com/SceneShop.html
Carolyn Allen
Mod-O-Rama Fashion Doll Furniture
cda311@myway.com
Matt Trujillo
Custom OOAK reflocked Ken dolls
rubbermatt2000@yahoo.com
Joan Hudson
Reproduction Francie fashion
jhudson1101@hotmail.com
B&J Fabric (for black and white pattern on wallpaper)
525 Seventh Avenue, 2nd fl at 38th St
New York, NY
(212) 354-8150
TOHO Shoji Bead Store
990 Avenue Of The Americas/36-37th St
New York, NY
(212) 967-2088
RE-MENT Miniatures
RE-MENT from Priscilla Wardlow at
as she has competitive prices, great selection, fast shipping and wonderful customer service.
In March 1969, the Oldham based truck and bus manufacturer Seddon introduced the rear-engined single-deck bus chassis the Pennine RU (the designation indicating the rear underfloor engine position) to take on the models offered by British Leyland in the form of the AEC Swift, Bristol RE, Daimler Roadliner and Leyland Panther. Seddon thought they had the desired recipe with the well-tried Gardner 6HLX engine mated to a Self-Changing-Gears semi-automatic gearbox (basically the same as used by the British Leyland range of models I mentioned), but this recipe did not produce a good result in the RU. There were problems with the use of a short propeller shaft to take the drive to the rear axle, this problem along with a tendency for the RU to overheat were the only shortcomings of what was a competitive priced chassis, with over 200 in service by 1972. Seddon ceased production of the Pennine RU chassis in 1974, with only 274 built (source BLOTW).
My view shows a Seddon Pennine RU (B45D) ABU 451J demonstrator (registered in 1971) with bodywork built by Seddon's own bodybuilding subsidiary, Pennine Coachworks. This demonstrator was on loan to Crosville Motor Services Ltd who would be the largest single customer for the Seddon Pennine RU with 100, only because they could not get the Bristol RE. The demonstrator is in the Crosville Tilling livery, soon to be replaced with the NBC leaf green livery. Notice the Seddon Diesel badge on the front.
Compare this photograph with my previous photograph of the SELNEC Northern Pennine bodied AEC Swift. In my opinion the Pennine Swift has a cleaner front, just check the fog lights, they look better on the Swift.
Lets play I spy, next to the Seddon is one of Crosville's ex North Western Park Royal AEC Regent buses. Behind the Seddon is a Foden truck with the famous Micky Mouse cab.
I won this slide on eBay with full copyright, I do not have to name the photographer, but I will to keep the troublemakers at bay, the photographer is Mr Cliff Essex.
The E-Type was built by Jaguar between 1961 and 1975. Its combination of good looks, high performance and competitive pricing established the marque as an icon of 1960's motoring. More than 70,000 E-Types were made.
The red car in front is a Jaguar Mark 1.
I've got a few pictures of it, too. :-)
• • • • • •
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...
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...
Wallerawang Power Station was a thermal coal powered station, located near Wallerawang, in the Central Tablelands region of New South Wales, Australia. The power station was equipped with two turbo-alternators of 500 megawatts (670,000 hp) each, supplied byCA Parsons & Company of Newcastle-upon-Tyne, England. Production commenced in May 1957.
In July 2013, Energy Australia acquired Wallerawang Power Station, along with Mount Piper Power Station, from Delta Electrix. Due to dwindling demand, the first of the two generating units had been mothballed in January 2013, and the second in April 2014. In November 2014, EnergyAustralia announced that it would permanently close Wallerawang due to ongoing reduced energy demand, lack of access to competitively priced coal and the power station's high operating costs. EnergyAustralia began the process of removing useful equipment from the station in 2015, and was finally demolished in 2021 using controlled demolition.
Museum info:
Yorkshire's finest car, but then not many came from the county... Benjamin and William Jowett made their first car in 1906 but production didn't begin until 1910. In the 1930s the cars were unadventurous (if different) but competitively priced and durable. This car was in regular use up to 1993 and has little restoration. It still retains its original untouched seats.
Stondon Motor Museum
Lower Stondon, Beds.
Blue circular wallpaper based on Jonathan Adler design; George Nelson-style wall clock made of metal ring, foam core circle, push pins and paper cutout hands; Barbie My Scene coffee table, cordless phone and customized floor lamp, Hobby Lobby photo frame chair, RE-MENT teacups, bead lamp; area rug is Jonathan Adler placemat from Bed Bath & Beyond.
FOR THE PILLOWS
You will need
8.5 x 11 inch fabric sheets for inkjet printer
Colored cotton fabric for backs of pillows in black, red and blue
Needle and thread...sewing machine optional.
Download pillow templates and print your fabric sheets and PEEL from paper backing BEFORE you begin to cut!
Place printed side of pillow front against same-sized piece of backing fabric, then sew up three sides with outside-facing-in, leaving approximately a 1/4 inch seam allowance. Turn inside out (like bag) and fill with cotton, then sew shut.
VOILA! You can instantly add the flair of celebrated contemporary potter and interior design guru Jonathan Adler to any room in your dollhouse.
For High-Resolution Images to Download:
www.mawphoto.exposuremanager.com/g/welcome_to_the_haute_d...
I have been getting all my new RE-MENT from Priscilla Wardlow at
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- - -
The Jaguar E-Type (UK) or XK-E (US) is a British automobile, manufactured by Jaguar between 1961 and 1975. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, more than 70,000 E-Types were sold during its lifespan.
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and tail lights 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 with twin strombergs and larger valve clearances, but still with triple SUs in the UK and the much tighter valve clearances, 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 US 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 is 13,490 of all types.
(Wikipedia)
Here we have another shot of the closed Lincoln Way Gas and Wash. I finally decided to stop and snap some shots of it before it possibly is torn down. I couldn't get over the prices of the wash. The most expensive wash......the "DOUBLE ULTIMATE" wash is a whopping $7.00. Now-days, it's commonplace to pay anywhere from $10 to $13 for the top wash, and I'm sure prices shall only continue to rise. Lets re-open this gem and go with their original prices!
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories
GZ-03XX Rampart Class FFG
Class: Guided Missile Frigate
Role: System Defense/Long Range Fire Support (Split Arty/AR, Def, Spot)
Builder: Dramstellar
IO size: Frigate
Longest side: 12 studs
Crew: 37. Captain, Executive Officer, Pilot x2, Navigator x2, Chief Engineer, Engineering Crew x4, Maintainer x5, Comms Specialist x4, Combat Medic x2, Weapon's Officer, Missile Guidance Specialist x4, Missile Tech x4, Life Support x3, EW Officer, Electro-Tech x2
The Rampart class guided missile frigate represents a unique joint venture between Dramstellar and Northern Stars, a prominent Sol based spaceship design and production megacorp. When Dramstellar began carving out a niche in the Second Great Expansion market, providing competitively priced ships by virtue of being only one transit away versus two from the Solward systems, they ruffled quite a few of the established ship companies' feathers. One of the many deft political manuvers they employed to minimize the ire of powerful rivals was enter into a business arrangement with one of the larger megacorps. Northern Stars, known for their advanced missile designs, cooperated on a new guided missile frigate design with Dramstellar, and shared their technical know-how in exchange for very favorable (and equally private) concessions. While the previous Dramstellar corvette and frigate classes were relatively simple in construction, both for cost reasons as well as due to a desire to ease into production experience, the Rampart class represents a leap in the megacorp's understanding of advanced design theory courtesy of Northern Stars's embedded engineering team. The complexities of the improvements the senior megacorp offered were many, including some not readily observable from the exterior including magnetically reinforced superstructures, interior layout optimizations to maximize space available, next gen weapon control link guidance software, and highly precise, heavily specialized munition reloading designs. These upgrades in particular resulted in a ship that didn't need a greatly expanded crew to man the more advanced and cumbersome weapon systems the class incorporated compared to the previous Dramstellar frigates.
The jointly developed guided missile frigate is a particularly well rounded vessel that doesn't excel in any one area, but instead offers a highly reliable weapon's platform that shines in a task force where it can skillfully support the more direct combatants. A true standoff platform, the Rampart class launches missiles from three vertical launch ports, that while smaller than what a capital ship could launch still pack enough explosives to shatter hull armor. To compensate for the smaller warhead, Northern Stars packed in an intricate thruster capability based on recent mobile frame advancements paired with a smaller second stage than normally seen for the initial hard burn. This unique design means the missile can begin maneuvering much sooner than normal, greatly expanding the minimal range at which the missile can engage a target. Naturally, the overall effective maxmium engagement range is still capped at the current hard ceiling all other guided weapons are limited to due to the overwhelming effectiveness of modern electronic warfare capabilities. For example, the Rampart employs a pair of boom mounted pulsar emitters that alternate between decoys effective at drawing enemy fire away from the main body of the ship and dazzlers to overwhelm sensors, depending on rapidly calculated ship or missile velocities, ranges, and angles of approach. Furthermore to help pierce enemy EW defenses, the frigate sports a sensor deck composed of a multitude of various targeting sensors, communication methods, and dedicated missile control linkage to maintain effective weapon's fire and battlefield awareness. The Rampart class is most comfortable when it is able to engage opponents from afar or at least is supported at point defense range by allies such as a pair of Briarthorn class corvettes, and as such is sure to be a fixture in many Second Great Expanse colony defense forces for the foreseeable future.
Blackbourn TV was established as a slot meter TV rental company in 1978 at the family home of Eric Blackbourn, his wife Val, and their sons Waine and Daren. In 1986 the business moved into its first retail location in Park Road, Sittingbourne where it grew steadily for 15 years before a lack of space prompted a move to the High Street in 2001.
At the time of opening their first store, Blackbourn TV were in competition with no fewer than 14 other Television rental and retail outlets in Sittingbourne, but over the years for various reasons, all but two have closed their doors.
Today, Blackbourn TV is the ONLY Family run Independent Home Entertainment specialist store in Sittingbourne town center, and the only store of its type within miles to offer such an extensive range of products and services.
Still owned and operated by brothers Waine and Daren, Blackbourn TV continues to grow with the help of its experienced staff within an ever changing and increasingly competitive industry. Being authorized retailers and installers of major manufacturers such as Panasonic, Denon, Marantz, Polk Audio, Humax and Roberts, ensures the company and its staff are constantly up to date with the latest technologies.
With over 60 combined years experience in sales, repairs and installations of all aspects of home entertainment and audio visual equipment throughout the south east and London, and being a member of the Radio, Electrical, & Television Retailers Association ” RETRA”, Blackbourn TV remains committed to ensuring their customers receive the best quality products together with unrivaled prompt, efficient, friendly service at affordable competitive prices.
Products in stock range from large screen 102″ projection system to a standard aerial connector, with just about everything in between, including LED and OLED TV`s, sound bars, audio systems, Hi-Fi separates and turntables, wireless multi-room speaker systems, cables, accessories, Av furniture and wall mounts.
Attention to detail, expert advice, extensive range, competitive pricing, first class after sales service, and friendly attentive experienced staff who care, are some of the qualities we promote to ensure maximum customer satisfaction.
Building a former Public House. 1. 5282 HIGH STREET (South Side) SITTINGBOURNE Nos 31 and 33 TQ 9063 NE 2/12 II GV 2. Formerly part of the George Inn. A timber-framed building refronted with red brick about 1730. 2 storeys. Hipped tiled roof. 6 sashes and 1 window space with some glazing bars intact on the 1st floor. Modern shop fronts with a carriage archway between these. The timber framing of the building is visible there and at the back of the building of which part of the 1st floor is jettied.
A collection of Bodystockings from the fabulous Ohyeah range. These Bodystockings are very competitively priced and are of a high quality, the proof being the growing reputation of the Ohyeah brand in this country.
A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
Enjoying high acclaim in offering the entertainment industry, medical sector and the general public help and advice and the convenience of viewing and purchasing high quality products at competitive prices.Some wigs are designed to order in varied colours (subject to stock availabilty ) .Visit my shop for the latest in fashion wigs,hairpieces,custom styled wigs and accessories.
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...
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 famous Overell department store was established in Brisbane in 1883 as a small drapery store in Fortitude Valley. Moving to Brisbane from Tasmania, William James Overell had opened the store with Thomas White in premises on the corner of Ann and Warner Streets which had been run as a drapery store since the mid-1860s. The partners bought a 15 perch (379.4m2) block of land fronting Brunswick Street in 1886, but did not occupy the site initially, instead leasing it to tenants. White left the business in 1889, transferring his share of the Brunswick Street site to Overell. Overell renamed the business ‘Overell’ and expanded to additional premises in Queen Street and other stores around southern Queensland. He adopted the motto ‘While we live we grow’ for the store, a statement that proved true over the following decades.
As Overell was branching out, other retailers were looking into the Valley for premises. Thomas Beirne and James McWhirter both started their drapery businesses in the centre of the Valley in the 1890s, with Foy and Gibson following, and the long-established drapers Stewart and Hemmant had a clothing factory constructed on McLachlan Street. The drapers’ stores and their competitive prices played a large role in making the Valley a vital commercial and industrial centre. By the turn of the twentieth century, helped by improvements to public transport and roads, the Valley had become a favourite shopping destination for Brisbane residents.
With the growing commercial importance of the Valley, Overell bought 28.83 perches of land (729.2m2) near the corner of Brunswick and Wickham Streets from the Bank of New South Wales in 1899. The site had a connection with the Brunswick Street property that Overell already owned, though they did not share a street front, giving the block an odd shape. An ‘exceedingly handsome building’ was designed by Addison and Corrie for the site and the firm relocated there in July 1900. The new premises caught fire and burned to the ground in February 1904, causing the death of one man, knocking out power to the trams and destroying the Bank of New South Wales premises next door.
After a dispute with Addison and Corrie, Overell engaged architects Eaton and Bates to design a replacement building. At that time the architectural firm was new to Brisbane, having shifted their Rockhampton practice to Brisbane in 1902, but had promptly designed impressive buildings, including Saint Bridgid’s Convent, Red Hill (1903), Bunburra, Clayfield (1902) and Cremorne, Hamilton (1905). Eaton and Bates also designed Swift’s Building, almost diagonally opposite Overell’s on the Valley corner, as well as the rebuilt Bank of New South Wales building on the corner (no longer extant).
The new three-storey brick building was featured in Brisbane’s newspapers on its opening on the 1st of December 1904. ‘It is a different building which has arisen from the ashes,’ wrote the Telegraph, ‘not perhaps in contour, but there is more light and ventilation, larger departments, finer windows, and generally more convenience from a public point of view.' The fire was credited with the development of the company’s trademark, the Phoenix, with the company’s new building almost literally rising from the ashes. The building had three entrances, with shopping on the ground level, furniture and delivery departments in the basement, and a workshop on the upper floor, where Overell’s ‘Phoenix’ shirts were made. Eight large display windows provided views of Overell’s wares, and a phoenix was displayed on one of three coloured glass windows at the back of the building. Pressed metal ceilings, wide staircases, suites and lunchrooms for the workers and electric lighting were all installed.
Further growth followed the opening of the new building. WJ Overell and Sons was registered as a limited liability company in August 1905, with £30,000 in capital. Factories were established in Spring Hill and South Brisbane. In May 1906 architect Claude Chambers called for tenders for additions and alterations to Overell’s Brunswick Street property. In July, William Overell purchased a further 11.53 perches of land (291.63m2) from the Bank of New South Wales, fronting Wickham Street and with a lane (now called Overells Lane) at the side. Overell’s extension plans were detailed in the Brisbane Courier in August, which noted that the new premises would be fitted with pneumatic cash carrying tubes and fire sprinklers. Plans were approved for brick and iron additions to the Overell premises, this time on Wickham Street, in September, and construction was underway by October. With the Bank of New South Wales still occupying the Wickham and Brunswick Street corner, Overell was unable to dominate the Valley Corner, but the back of the Wickham Street building was connected to the Brunswick Street shops, creating an uninterrupted shopping arcade for customers.
No architect was listed in the register of new buildings in September 1906, though Claude Chambers’ advertisements for tenders suggest that he was engaged to design the building. Chambers’ solo practice was one of the largest in Brisbane, resulting in commercial designs including Finney and Isles’ ‘Big Block’ Building (1908 - 1910) and Perry House on the corner of Elizabeth and Albert Streets (1910 - 1913). He also appears to have known William Overell personally, as both were active members of the Booroodabin Bowling Club in the early 1900s.
In March 1907 Overell held a sale to celebrate the opening of the new Wickham Street building. A kiosk provided free tea and biscuits to shoppers. The expansion enabled Overell to divide the store into departments, with the Wickham Street side devoted to male clothing while the Brunswick Street building sold women’s apparel and accessories. By 1910, Overell’s comprised twenty departments in the Valley store, and the company had branches in Charleville, Laidley and Pittsworth.
Further renovations were undertaken on Overell’s buildings in 1911. An extra storey was added to the Wickham Street frontage, bringing it to the height of the Brunswick Street shops, while the Brunswick Street store was extended at the back. Galleries were constructed inside the building, to be used as offices and for toy displays. The designer of these additions was Walter Carey Voller, a Sydney-born architect who had trained with F.D.G. Stanley and practised in Brisbane since 1891. Voller was a fellow in the Queensland Institute of Architects and had served as its president and vice-president by the time he was commissioned for Overell’s building. Voller’s design was approved in late November, although the extensions were partially completed and opened in December 1911, just in time for Christmas.
William Overell died in 1917 and his properties were transferred to the company, Overells Limited. William Overell, the first of the famous Valley drapers-turned-department store owners, had played a significant role in the development of the Valley as a commercial hub. Along with Beirne and McWhirter, the appeal of Overells’ impressive store drew customers to the Valley, providing a market for smaller businesses and entertainment venues that sprang up in the Valley in the first half of the twentieth century. Overell’s contribution to the business development of Brisbane was acknowledged with the observation that his death caused ‘a blank in Brisbane business circles’.
Management of the company passed to Overell’s eldest sons, Arthur and William, who continued the firm along the same expansionary lines. By 1923, Overells’ was a forty-year old business and had ‘the honour of being the oldest established firm in Fortitude Valley’. The company marked the occasion with the purchase of another block of land on Brunswick Street, a 15.1 perch (381.92m2) allotment adjoining the Overell store. The company extended their building along Brunswick Street and updated windows for the Wickham Street frontage, in accordance with designs by architectural firm Atkinson and Conrad.
Three storeys were added to the Wickham Street building in 1926 - 1927. The company obtained a mortgage from the National Mutual Association in February 1926 and plans were approved in June. The Council also granted permission for the architects to add a chiming clock on the front of the Wickham Street premises, though if installed, is no longer extant. Atkinson and Conrad were again engaged to design the new storeys, which were built by Blair Cunningham. The additions cost £30,000 and were finished and opened in September 1927. The building featured rest-rooms for staff and customers and sick-rooms, and the additional storeys made it one of the tallest buildings in the Valley.
The success of Overell’s continued well into the 1930s and 1940s. From the original drapery goods, the company branched into selling wireless radios, furniture, household goods, footwear, fancy goods including jewellery, toys, confectionary, and self-service groceries. There was also a mail-order service, a radio club, an employee benefit society, a war bonds group, fashion parades, child care centre for shoppers, employee sports clubs, charity balls, a social theatre, and tea rooms. Entries in Overell’s dressmaking competition were displayed in the Wickham Street island window. The company even applied to run a movie theatre in the basement but permission to do so was refused.
Several alterations were undertaken on the Brunswick Street building front in the 1950s, converting it to a masonry facade. In 1953 Overell’s was replaced by Sydney department store Walton-Sears, one of four branches opened in November 1953 as the company expanded into Queensland. Title passed to Waltons in 1956, and the company made significant internal alterations in 1960, 1962, 1967, 1973, and 1975. The Valley’s popularity as a shopping destination declined from the 1960s onwards, and the department store closed in the 1980s. In 1984 ownership passed to Mount Cathay Pty Ltd, which in 2016 continues to own all of the former Overell buildings.
Source: Brisbane City Council Heritage Register.
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This was my second visit to Gears bike shop in Toronto’s Canary District. (www.gearsbikeshop.com/) My first visit had impressed me with the high-quality, friendly service and the delicious cup of coffee served while my bike was being fixed. This time I was back with an issue on my “old faithful” Trek hybrid bike, the one I use for general commuting. I was greeted by this friendly man who was in charge of the front desk of the brightly-lit and cheerful shop. He listened to my description of symptoms, asked a few relevant questions and confirmed my suspicion – it was a drivetrain problem and the fix would be replacement of the worn chain and the cassette (rear gear assembly). Meet David.
When I asked about price and time estimate, I was quoted a price very much in keeping with what I expected and was told that it would be ready in an hour. The cassette would be delivered in 15 minutes from their other shop. I explored the accessories on sale and admired the assortment of bicycles, some of them hanging above me from the ceiling. Customers were coming and going and everyone was being served in the same friendly and efficient way as I was. One thing about being a cyclist is that you need a good bike shop with skilled mechanics, competitive prices, and friendly service. I think I’ve found all three.
I wandered around the patio after my coffee and took a few photos of the sculpture garden outside the front door and before I knew it, my bike was ready. I told Mike, the mechanic, that I’d forgotten to tell him about my squeaky front brake. He smiled and said “I discovered that on my test ride. I need to replace the brake pads.” That done, it was time to pay up and ride home.
While waiting for the repair to be done, I was aware that David would make a good portrait subject and there was nice light in the shop. Because he had been busy with customers, I put off inviting him to be part of my Human Family photo project until my bike was finished and there was a break in customer traffic. David was happy to oblige my request and I quickly squeezed in a couple of photos in spots I had chosen while waiting for my bike.
“Do you go by Dave or David?” I asked. “Either” was his smiling reply. “But I’m trying to use David more these days to honor my grandmother’s wish. She always said to call myself David because that’s the name I was given.” David is from Hamilton Ontario and has been in the bike business for 17 years. He started out in his teens assembling bicycles at the local Canadian Tire store. Although he’s working in a managerial capacity now, I could tell that he knows bikes inside out. Before the next customer arrived I asked him what drew him to the bicycle business. Without hesitation he replied “If I can help a customer find the same pleasure from cycling that I get from it, I’m happy. Sometimes we need to take more time guiding customers to the appropriate bike for their needs and making the necessary fit and adjustments, but when they come back and tell me how much they are enjoying riding, it’s very satisfying.”
Thank you David and Mike for getting my “old faithful” back in order. You will see me next time I have a bike problem and I’m going to share my experience with my cycling friends.
This is my 763rd submission to The Human Family Group on Flickr.
You can view more street portraits and stories by visiting The Human Family.
Hilton Head and Bluffton , SC
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A K Wig Designs is purely an online shop supplying custom styled wigs, hairpieces,fashion wigs and accessories to the Entertainment industry and the general public at competitive prices. Here you will find a range of various styles and shades to suit almost any taste. It all started back in 1978 when I took an avid interest in the world of Hairstyling, immediately I became captivated in the high glamour of the showbiz world and the big backcombed bouffant of the various screen sirens like Elizabeth Taylor, Joan Collins, marylin Monroe and many other icons of past and present.
I knew that I was destined to have a tail comb and lots of hairdo’s to create and immediately pursued a career in theatre film and television.Having worked and gained over 25+ years in the art of hair/wig dressing and makeup on some of London’s biggest west end shows like, the phantom of the opera, the king and I, and Jesus Christ superstar and TV shows like Coronation street.I then felt that I wanted to go a step further and pursued the world of drag artists and the transgendered world where I knew I could let my wig/hairdressing skills and imagination run wild, I visited many bars and clubs around the UK offering my hair/wig dressing services and experience, and to my amazement I was confronted by drag artists saying “Thank God there are people like you in the world, what would we do without huge hair?” By this time I knew I had something that all drag artists longed for and that was Big Backcombed tresses, so in 1999 I felt the need to reach a much larger target by reaching the medical sector and helping those sadly suffering from hair loss.Since
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"The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car that was manufactured by Jaguar Cars Ltd between 1961 and 1974. Its combination of beauty, high performance, and competitive pricing established the model as an icon of the motoring world. The E-Type's claimed 150 mph (241 km/h) top speed, sub-7-second 0 to 60 mph (97 km/h) acceleration, unitary 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 for three consecutive years beginning in 1955.
The E-Type employed what was, for the early 1960s, a novel design principle, with a front subframe carrying the engine, front suspension and front bodywork bolted directly to the body tub. No ladder frame chassis, as was common at the time, was needed and as such the first cars weighed only 1315 kg (2900 lb).
It is rumored that, on its release on 15 March 1961 Enzo Ferrari called it "the most beautiful car ever made", but this statement is not fully confirmed. 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 has featured in the Diabolik comic series, Austin Powers films and the television series Mad Men.
Manchester-by-the-Sea (also known simply as Manchester, its name prior to 1989) is a coastal town on Cape Ann, in Essex County, Massachusetts, United States. The town is known for scenic beaches and vista points. According to the 2020 population census, the population is 5,395.
The town lies on the southern side of Cape Ann, at the point where the peninsula meets the mainland. The North Shore was populated by the Agawam people prior to European settlement, which began in 1629, about a decade after an epidemic killed much of the native people. Fishing was the major industry in the town almost from its incorporation in 1645, but in the mid-19th century it began to grow as a popular seaside resort community. The town has appeared, either by name or as a filming location, in a number of films and TV shows, notably the eponymous 2016 film Manchester by the Sea." - info from Wikipedia.
The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.
Now on Instagram.