View allAll Photos Tagged competitive_pricing
CF Jennings is a leading provider of local, national and European transport services, based in Aberdeen. Since 1971 this family-run business has worked with companies big and small, a distinctive fleet of vehicles carry out deliveries across Scotland, the rest of the UK and mainland Europe.
Operations team can arrange collections and deliveries of any shape or form, providing services such as general haulage, bulk loads, parcel collection and delivery, abnormal loads, transportation of hazardous goods, and a lot more.
CF Jennings prides itself on making quick decisions, being honest and providing a personal, quality service at very competitive prices.
Long term partnerships exist because of these qualities and newer relationships exist thanks to word-of-mouth, continuous quality feedback, and down-to-earth approach to business.
Being a smaller, family-run company has its advantages – CF Jennings are able to provide a quicker, more personal and straightforward service that often cannot be matched by others, leaving customers dissatisfied. That’s where CF Jennings comes in .
Working around-the-clock, often at very short notice, to get the job done.
DAF XF 105
Low operating costs, best driver satisfaction and high reliability: the key development criteria behind DAF’s trucks for the long haul.
The XF105 is the best proposition on the market today. Voted International Truck of the Year 2007 by an international panel of specialist journalists. It has the most spacious cab in its class, offers top comfort to the driver and high revenues per kilometre to the operator. It’s a top performer.
Designed for long distance haulage applications, the cab sets a
new standard for driver comfort. With a choice of Space Cab and Super Space Cab – both with generous interior dimensions – the XF105 offers more living, working and storage space than any other truck in its class. The result: drivers stay fit and fresh longer.
Powered for profit
The 12.9-litre PACCAR MX engine delivers excellent performance: from 410 hp up to 510 hp and high torque of between 2,000 and 2,500 Nm, with a maximum torque available between 1,000 and 1,410 rpm.
Also, with DAF SCR Technology it complies with either Euro 4 or Euro 5 exhaust gas emission standards. It is economical too, incorporating several technical advances that reduce fuel consumption. The XF105 also uses many low-maintenance components, which extends service intervals to further reduce operating costs.
High performance driveline
The driveline is carefully balanced to optimise performance under all operating conditions, and to make the most of the engine’s low fuel consumption. There is a choice of either a 16-speed manual or the latest AS-Tronic automated transmission to deliver power to the acclaimed DAF hypoid rear axle. There is also a hub-reduction axle for more demanding applications.
Choice of axle configurations
To ensure that the XF105 is ideally suited to each application it includes a choice of tractors and rigids with two-, three-, or four-axles.
XF105 has numerous styling and aerodynamic refinements. They include a restyled lower grille, which extends to the bumper and is more pronounced to channel more air and enhance performance. The lower grille also features an aluminium strip to signify compliance with the Euro 4/5 exhaust emission standards, while the upper grille is redesigned with cleaner lines. There is also a styled bumper, in which optional cat’s-eye combi-lights can now be integrated. The clear headlamps with virtually unbreakable Lexan protection can now also come as Xenon.
Wider field of vision
The four large, electrically adjustable and heated mirrors offer a much larger field of view for increased safety. The stylish aerodynamically designed mirrors are also optionally available in body colour.
Super Space Cab roof
The entirely restyled Super Space Cab roof is both pronounced and stylish. There is an integrated aerodynamic sun visor. While the optional integrated skylights, with twin 70W halogen spotlights, improve visibility and add an extra touch of style. It all adds up to a unique, powerful presence, both tough and inviting at the same time.
The PACCAR MX engine, developed and manufactured by DAF, combines excellent high performance with economical fuel consumption. It is available in 410, 460 and 510 hp versions with high torque of 2,000, 2,300 and 2,500 Nm respectively. Importantly, maximum torque is available between 1,000 and 1,410 rpm.
From the Pennsylvania Warblers and More Photo Tour Do consider joining me May 16-21st, 2017. Small groups, all inclusive, competitive pricing.
It is our experience that building a complete bicycle is the best way to dial in every aspect of the ride and to offer the highest level of finish that we possibly can.
We offer very competitive pricing on our complete builds. For more information visit: www.speedvagen.com
Emery EPS - Global SEO Leader | Search Engine Optimization Services for Local City SEO, National SEO and Global SEO Domination
Hello this is Michael Emery, the owner of Emery EPS - a full service premium SEO company.
If you need to promote your business products or services then you need to enhance your visibility online. This is a very complicated and challenging thing to do in this day and age because of the sheer number of different businesses that are all competing for exposure on the Internet. This is where my team has a different and very effective approach to search engine optimization. Not only can we rank your website and help you to promote a product or service locally in your city, we can also do this at the national or international level. The only difference is that the higher the competition becomes for specific keyword search phrase, The more resources it takes and the more time it typically takes to position a website for a competitive keyword phrase.
Now, SEO can be broken down into two components: onsite optimization and offsite optimization. On site optimization means that the website loads quickly and is properly enhanced. Offsite optimization means that the website received back links from high-quality web sources that have proper keyword ratios.
To begin with before we can effectively start any search engine optimization client’s campaigns for a website, we need to ensure that the website is up to par regarding performance and speed. Basically a website needs to be fast enough so that it can be quickly downloaded onto mobile devices because mobile search is becoming a very important and relevant factor in SEO.
What we will do with our premium SEO clients is an analysis of a website and then work with the web designer or in-house web team to optimize this website for the appropriate keyword phrases and titles in addition to ensuring that the website loads quickly and functions properly across before spectrum of different devices. If there is no in-house web designer or the site needs to be rebuilt we can also manage this for our customers and it is often one of the best ways to ensure that we can rank a website more quickly.
Now I can't reveal to you our exact offsite SEO secret strategies and techniques for but how it essentially works is our team links to your website from our high quality website properties that we control and are completely private and connected to only a single client site. I want to distinguish that there are various forms of SEO services available ranging from incredibly cheap - and most likely to cause your site to be blacklisted or flagged in the Google algorithms - and SEO services ranging into hundreds of thousands of dollars per year for single client.
Essentially, each website derives its value based upon the quality of other websites the link to it. In many ways it's similar to real estate where the value of a particular property is directly tied to the desirability and the perceived value of the surrounding area. The mistake that many people who are inexperienced in Internet marketing and search engine optimization make when they go to higher and SEO firm is to look for the cheapest services available believing that all SEO services are the same. That is a huge mistake and usually turns out to be more costly than not.
SEO services have a value to them and there are certain fixed costs associated with offsite SEO. So going back to the example of real estate, if you are building a home in the middle of a garbage dump, the value of that home is going to be very little. This makes sense, right? Very few people would want to live there. Whereas if you build a nice home that is surrounded by other nice homes in a nice region, then other people would want to live there. If you’ve ever invested in real estate, you’ll know the maxim: location, location, location… And the same applies to the internet. The websites associated with your website, indicate its value to the google algorithms for page ranking.
What many people experience when they go to outsource SCO services, is they go to inexpensive SEO service providers who have such a limited budget that they cannot afford to purchase the necessary internet properties required to boost the overall value of their client’s website in the Google algorithms and increase ranking for the long run. So the cheap SEOs essentially have to spam free website properties or use shared private blog networks in order to try to get a client to rank. What will typically happen is that a client might see a brief boost in website ranking followed by penalties and complete disappearance in the search engine results. And at that point the cheap SEO service provider has disappeared and moved on to their next victim - I mean unsuspecting client who is looking for cheap SEO services.
The best way to address this is to consider your necessary ROI - return on investment. How much would a new client or customer be worth to your organization and how much could you justify spending in order to obtain this client?
The most important factor to remember is that everything has a cost and ultimately you get what you pay for. Our business model is to offer a very competitive price for the first page that we conduct our SEO services on. Once we have proven that we can rank your website within the price range and the given time frame that we've stated in our SEO agreement then we look at ranking additional pages on your website for other relevant keyword phrases, but this time based upon an ROI model. We know we can tremendously help a company or organization increase revenues with just a single SEO campaign that ranks them on page 1 in a realistic time frame and at a realistic price. We look at working with you, as a new client, as in investment in both of our futures. We have the opportunity to increase your revenues at a very reasonable price that will generate long-term, safe results as our client, and we can also help you to capture greater market share and enhance visibility in other areas of your business that will continue to maximize your return on for investment.
As you grow, we grow with you.
As I said before, if you have a website and when you follow our system and apply our on-site optimization recommendations while we take care offsite ranking strategies, we can maximize your website’s exposure and help you to dominate your niche in the marketplace. We would love to have the opportunity to do analysis of your website and market niche and we offer in an initial consultation at no cost so that you can get to know us and also learn about the possibilities that exist for your organization to maximize its revenue potential. We can rank your site in local city markets, National markets and absolutely position you for International market domination.
Thank you for your time and we look forward to the opportunity to work with you. Contact us today and request your SEO proposal.
For more SEO videos like this please subscribe to our channel.
#seo #searchengineoptimization #internetmarketing #seocompany #seoservices #seoconsultant #seoexpert #seofirm #bestseofirm #bestglobalseo #googlepageone #googlepage1 #rankingoogle #rankpage1google
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.
Prod. 1981-1999/2001
Sn. 2475515
Top of the line 1981.
www.shootingfilm.net/2014/04/minolta-x-700-review.html
X-700 brochure:
"The X-700 is Minolta's fully-programmed, micro-computerized Automatic Exposure 35mm SLR. It's a simple-to-operate Automatic Exposure camera, selecting both aperture and shutter speed in Programmed Automatic Exposure mode (P mode). So all you have to do is focus-and-shoot. The X-700 also offers Aperture-Priority Automatic Exposure control (A mode) and a full-metered manual exposure control (M mode), in addition to many other features that make photography more fun and enjoyable than ever before."
wikipedia:
T"he Minolta X-700 is a 35 mm single-lens reflex film camera introduced by Minolta in 1981. It was the top model of their final manual-focus SLR series before the introduction of the auto-focus Minolta Maxxum 7000.
The X-700 was awarded the European "Camera of the Year" award in 1981, and its competitive pricing resulted in its becoming the most successful Minolta camera since the SRT line."
kenrockwell.com:
"A testament to its lasting and good design, it was introduced in the early 1980s and was in continuous production until the beginning of 2001. I had a very new one with a serial number above 3,000,000, and I also bought an X-570 (it's brother) back in 1982."
From x-700 owners manual:
Elecronically governed 35mm single-reflex AE camera.
Exposure-control modes:
Fully programmed (P), aperture-priority automatic (A), and metered manual (M).
Exposure control and functions:
Low-voltage, low current computer circuit incorporating quartz crystal for sequential control to 1/30,000-sec. accuracy, large-scale ICs, samarium-cobalt impulse-release magnets, and linear-resistance inputs) varies both aperture and shutter speed steplessly according to special "faster-speed" program in P mode, or varies shutter speed steplessly according to aperture set in A mode, to yield proper exposure for the film speed and exposure adjustment set; auto-exposure range: EV 1 to EV 18 (e.g., 1 sec. at f/1.4 to 1/1000 at f/16) at ISO 100/21° with f/1.4 lens; AE-lock device holds meter reading for exposure at that value regardless of subject-brightness changes.
Shutter:
Horizontal-traverse focal-plane type; electronically controlled stepless speeds 1/1000 to 4 sec. set automatically with endlessly rotatable selector dial locked at "P" or "A" setting or fixed speeds 1 to 1/1000 sec. or "B" (bulb) set manually at detented dial indications; electromagnetic shutter release locks when voltage too low for proper operation.
Metering:
TTL center-weighted averaging type, by silicon photocell mounted at rear of pentaprism for available light, measured full aperture for normal finder display, then at taking aperture for programmed/automatic-exposure setting/determination or stop-down display; by another SPC mounted with optic in side of mirror compartment for TTL off-film Direct Autoflash Metering at taking aperture during exposure to control burst duration of PX-series flash units.
Film-speed range:
ISO 25/150 to 1600/330 set by ASA dial that locks at 1/3-EV increments.
Exposure-adjustment control:
Up to ±2 EV continuous adjustment of P, A, or M exposure by dial that locks at zero position and each 1/2-EV setting.
Mirror:
Triple-coated oversize instant-return slide-up type.
Viewfinder:
Eye-Level fixed pentaprism type showing 95% of 24x36mm film-frame area; magnification: 02X with 50mm standard lens focused at infinity; power: -1D, adjustable with accessory Snap-On eyepiece lenses; Fresnel-field focusing screen having artificially regular-patterned matte field plus central split-image horizontally oriented focusing aid surrounded by microprism band, interchangeable with Type P1, P2, Pd, M, G, L, S, or H screens at authorized Minolta service stations; visible around frame: mode indication (P, A, or M), shutter-speed scale (1, 2, 4, 8, 15, 30, 60, 125, 250, 500, and 1000) with LED setting indication, triangular over-/under-range LED indicators blinking at 4Hz, flash-ready signal (LED next to "60" blinking at 2Hz), FDC signal ("60" LED blinking at 8Hz for 1 sec. after correct flash exposure), mis-set lens warning (mode indication blinking at 4Hz in P mode, battery check (by glowing of any LED when operating button touched or pressed slightly), f-number set with MD or MC lenses, and exposure-adjustment engaged indication (LED blinking at 4Hz); display and metering activated by normal finger contact or slight pressing of operating button and continue for 15 sec., except go out after shutter release.
Flash Sync and Control:
Hot shoe and PC terminal for X sync; camera-control contact on hot shoe for flash ready signaling and automatic setting of shutter at 1/60 sec. (except when mode/shutter-speed selector set for sync at "B") with PX and X flash units; other electronic units synchronize at 1/60 sec. and slower manual speeds or "B" setting; Class MF, M, and FP flashbulbs, at 1/15 sec. or slower settings; second contact on hot shoe for burst control by Direct Autoflash Metering with PX units.
Power:
Two 1.5v alkaline-manganese (LR44: Eveready A-76 or equiv.), two 1.55v silver-oxide (SR-44: Eveready S-76, EPX-76, or equiv.), or one 3v lithium (CR-1/3N) cell(s).
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.
Fire Sprinkler System Installation Services in Tampa FL
Fire Sprinkler Systems | Fire Safety Systems | Fire Safety Inspections
Fire Safety Services | Fire Code Inspections | Tampa FL | Clearwater FL
Fire sprinkler systems play a vital role in the preservation of life and property. Per the NFPA, fire sprinkler systems reduce the average property damage and loss totals by more than 70% per fire!
A To Z Fire is always standing ready to tackle any fire sprinkler job of any size.
From complete system installation to repairs and maintenance, A To Z Fire is your #1 choice in the Tampa Bay area for expert service.
Our highly trained and experienced staff of inspectors, technicians, and project managers are committed to providing the best possible service at excellent competitive prices.
We utilize the very bust UL listed products on the market.
We maintain an extensive inventory in our 50,000 square foot facility. We can customize any system with our in-house fabrication floor.
We can assess and service every aspect of your sprinkler system, including:
•Fire line backflow
•Underground piping
•Fire pump
•Risers
•And sprinkler heads
Call A To Z Fire at (877) 938-3473 to get information about our fire sprinkler system installation!
Prod. 1981-1999/2001
Sn. 2475515
Top of the line 1981.
X-700 brochure:
"The X-700 is Minolta's fully-programmed, micro-computerized Automatic Exposure 35mm SLR. It's a simple-to-operate Automatic Exposure camera, selecting both aperture and shutter speed in Programmed Automatic Exposure mode (P mode). So all you have to do is focus-and-shoot. The X-700 also offers Aperture-Priority Automatic Exposure control (A mode) and a full-metered manual exposure control (M mode), in addition to many other features that make photography more fun and enjoyable than ever before."
wikipedia:
T"he Minolta X-700 is a 35 mm single-lens reflex film camera introduced by Minolta in 1981. It was the top model of their final manual-focus SLR series before the introduction of the auto-focus Minolta Maxxum 7000.
The X-700 was awarded the European "Camera of the Year" award in 1981, and its competitive pricing resulted in its becoming the most successful Minolta camera since the SRT line."
kenrockwell.com:
"A testament to its lasting and good design, it was introduced in the early 1980s and was in continuous production until the beginning of 2001. I had a very new one with a serial number above 3,000,000, and I also bought an X-570 (it's brother) back in 1982."
From x-700 owners manual:
Elecronically governed 35mm single-reflex AE camera.
Exposure-control modes:
Fully programmed (P), aperture-priority automatic (A), and metered manual (M).
Exposure control and functions:
Low-voltage, low current computer circuit incorporating quartz crystal for sequential control to 1/30,000-sec. accuracy, large-scale ICs, samarium-cobalt impulse-release magnets, and linear-resistance inputs) varies both aperture and shutter speed steplessly according to special "faster-speed" program in P mode, or varies shutter speed steplessly according to aperture set in A mode, to yield proper exposure for the film speed and exposure adjustment set; auto-exposure range: EV 1 to EV 18 (e.g., 1 sec. at f/1.4 to 1/1000 at f/16) at ISO 100/21° with f/1.4 lens; AE-lock device holds meter reading for exposure at that value regardless of subject-brightness changes.
Shutter:
Horizontal-traverse focal-plane type; electronically controlled stepless speeds 1/1000 to 4 sec. set automatically with endlessly rotatable selector dial locked at "P" or "A" setting or fixed speeds 1 to 1/1000 sec. or "B" (bulb) set manually at detented dial indications; electromagnetic shutter release locks when voltage too low for proper operation.
Metering:
TTL center-weighted averaging type, by silicon photocell mounted at rear of pentaprism for available light, measured full aperture for normal finder display, then at taking aperture for programmed/automatic-exposure setting/determination or stop-down display; by another SPC mounted with optic in side of mirror compartment for TTL off-film Direct Autoflash Metering at taking aperture during exposure to control burst duration of PX-series flash units.
Film-speed range:
ISO 25/150 to 1600/330 set by ASA dial that locks at 1/3-EV increments.
Exposure-adjustment control:
Up to ±2 EV continuous adjustment of P, A, or M exposure by dial that locks at zero position and each 1/2-EV setting.
Mirror:
Triple-coated oversize instant-return slide-up type.
Viewfinder:
Eye-Level fixed pentaprism type showing 95% of 24x36mm film-frame area; magnification: 02X with 50mm standard lens focused at infinity; power: -1D, adjustable with accessory Snap-On eyepiece lenses; Fresnel-field focusing screen having artificially regular-patterned matte field plus central split-image horizontally oriented focusing aid surrounded by microprism band, interchangeable with Type P1, P2, Pd, M, G, L, S, or H screens at authorized Minolta service stations; visible around frame: mode indication (P, A, or M), shutter-speed scale (1, 2, 4, 8, 15, 30, 60, 125, 250, 500, and 1000) with LED setting indication, triangular over-/under-range LED indicators blinking at 4Hz, flash-ready signal (LED next to "60" blinking at 2Hz), FDC signal ("60" LED blinking at 8Hz for 1 sec. after correct flash exposure), mis-set lens warning (mode indication blinking at 4Hz in P mode, battery check (by glowing of any LED when operating button touched or pressed slightly), f-number set with MD or MC lenses, and exposure-adjustment engaged indication (LED blinking at 4Hz); display and metering activated by normal finger contact or slight pressing of operating button and continue for 15 sec., except go out after shutter release.
Flash Sync and Control:
Hot shoe and PC terminal for X sync; camera-control contact on hot shoe for flash ready signaling and automatic setting of shutter at 1/60 sec. (except when mode/shutter-speed selector set for sync at "B") with PX and X flash units; other electronic units synchronize at 1/60 sec. and slower manual speeds or "B" setting; Class MF, M, and FP flashbulbs, at 1/15 sec. or slower settings; second contact on hot shoe for burst control by Direct Autoflash Metering with PX units.
Power:
Two 1.5v alkaline-manganese (LR44: Eveready A-76 or equiv.), two 1.55v silver-oxide (SR-44: Eveready S-76, EPX-76, or equiv.), or one 3v lithium (CR-1/3N) cell(s).
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.
Shit lighting conditions but hey...just a quick simple adlibbed chunky number on a miserable Sunday afternoon. 2nd time out using the new Montana Gold to outline, fantastic stuff. All they need to do now is make it a competitive price and I'll get more.
One of those days where you say fuck cutbacks and all that technical shit, just get it on the wall.
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
Calef's Famous Country Store in East Barrington, N.H., since 1869, is one of the nation's oldest and best known. Calef's is noted for a quaint Gift Shop, its own famous cheese, an assortment of old time favorites, fine meats, produce and dry good all at competitive prices.
Koppel Color Card
35164
CAPA-016193
While most U.S. automobile makers were following a "bigger-is-better" philosophy, Nash Motor Company executives were examining the market to offer American buyers an economical transportation alternative. The Metropolitan was designed in the U.S. and it was patterned from a concept car, the NXI (Nash Experimental International), that was built by Detroit-based independent designer William J. Flajole for Nash-Kelvinator.[11] It was designed as the second car in a two car family, for Mom taking the kids to school or shopping or for Dad to drive to the railroad station to ride to work:[12] the "commuter/shopping car" with resemblance to the big Nash, but the scale was tiny as the Met's wheelbase was shorter than the Volkswagen Beetle's.[13]
The NXI design study incorporated many innovative features, and attempted to make use of interchangeable front and rear components (the symmetrical door skins were the only interchangeable items that made it into production). Although more complex, the new vehicle also incorporated Nash's advanced single-unit (monocoque) construction. It was displayed at a number of "surviews" (survey/previews), commencing on 4 January 1950 at the Waldorf-Astoria Hotel, New York, to gauge the reaction of the American motoring public to a car of this size. The result of these surviews convinced Nash that there was indeed a market for such a car, if it could be built at a competitive price.
A series of prototypes followed that incorporated many of the improvements from the "surviews" that included roll-up glass side windows, a more powerful engine, and a column-mounted transmission shifter with bench seat (rather than bucket-type seats with floor shift fitted in the concept car). The model was named NKI (for Nash-Kelvinator International), and it featured revised styling incorporating a hood blister and rear wheel cutouts.[11]
Nash was positioning this new product for the emerging postwar market for "personal use" autos.[14] These specific use vehicles were as a second car for women or an economical commuter car.[14] The Metropolitan was also aimed at returning Nash to overseas markets. However, Mason and Nash management calculated that it would not be viable to build such a car from scratch in the U.S. because the tooling costs would have been prohibitive. The only cost-effective option was to build overseas using existing mechanical components, leaving only the tooling cost for body panels and other unique components.
With this in mind, Nash Motors negotiated with several European companies. On October 5, 1952, they announced that they had selected the Austin Motor Company (by then part of BMC) and Fisher & Ludlow (which also became part of BMC in September 1953 under the name Pressed Steel Fisher), both English companies based around Birmingham, England. Fisher & Ludlow would produce the bodywork, while the mechanicals would be provided, as well as final assembly undertaken, by the Austin Motor Company. This was the first time an American-designed car, to be exclusively marketed in North America, had been entirely built in Europe. It became a captive import – a foreign-built vehicle sold and serviced by Nash (and later by American Motors) through its dealer distribution system. It is believed that the first pre-production prototype was completed by Austin on December 2, 1952. In all, five pre-production prototypes were built by Austin Motors and tested prior to the start of production. The total tooling cost amounted to US$1,018,475.94, (Austin: US$197,849.14; Fisher & Ludlow: US$820,626.80) which was a fraction of the tooling cost for a totally U.S.-built vehicle.
The styling for all Nash vehicles at that time was an amalgam of designs from Pininfarina of Italy and the in-house Nash design team. The different models from Ambassador down to the Metropolitan utilised very similar design features (fully enclosed front wheels, notched "pillow" style door pressing, bar style grille etc.). Whilst Nash used the fact that styling was by Pininfarina in their advertising for their larger models, Pininfarina refused to allow his name to be associated with the Metropolitan as he felt it would damage his reputation with other Italian car companies to be linked to such a small car.
The new Metropolitan was made in two body designs: convertible and hardtop. All came with several standard features that were optional on most cars of the era. Among these factory-installed benefits for customers were a map light, electric windshield wipers, cigar lighter, and even a "continental-type" rear-mounted spare tire with cover. To give a "luxury" image to the interior, "Bedford cord" upholstery trimmed with leather was used (similar to larger Nash vehicles). An AM radio, "Weather Eye" heater, and whitewall tires were offered as optional extras for the U.S. market. (It is unlikely that a Metropolitan could have been purchased without a heater and radio, as all vehicles left the factory with both items fitted.)
Floyd & Joyce Gonderman's 1960 Nash Metropolitan (Salinas, CA) Metropolitans were designed in Detroit by Nash Motor Co. and built in England using MG parts and uni-body construction. It is original with the exception of paint color and upholstery. The engine is also stock except for the two barrel Weber carb and headers.The Metropolitan was the first American car that was marketed specifically to women.[15] The Dodge La Femme was introduced one year later. The first spokesperson for the car was Miss America 1954, Evelyn Ay Sempier, and the car was prominently advertised in Women's Wear Daily.[15] American Motors' marketing brochures described the new model as "America's entirely new kind of car" (1955), "Luxury in Miniature" (1959), and "crafted for personal transportation" (1960).[16]
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
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THE FRAUNFELTER CHINA
CHESTERTON, IND.
Date: Circa 1920
Source Type: Catalog Lithograph
Publisher, Printer, Photographer: Fraunfelter China Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: The American China Products Company began operations in Chesterton in 1922 and was backed by the Aluminum Company of America. The company produced restaurant dinnerware for hotels and other institutional purchasers. The manufacturing facility was located on the north side of Broadway between Ninth and Twelfth Streets. The Fraunfelter China Company, located in Ohio, purchased American China Products Company in 1923. In December of 1925, Fraunfelter China Company closed their Chesterton manufacturing facility. In May of 1931, Fraunfelter China Company sold the American China Products Company operations; however, at the time of this sale the Chesterton manufacturing plant had not been in operation since December of 1925.
------
The following news item appears in the November 25, 1920, issue of The Chesterton Tribune:
U.S. CHINA COMPANY IS FORMED
Incorporated With Capital of $200,000 and Directors are Named.
WORK ON REMODELING THE PLANT GOING FAST
Theodore Dittel as General Manager and Head of Concern Making Progress.
The United States China Company of Chesterton with a capital of $200,000 has been incorporated. Articles of incorporation have been issued by William A. Roach, secretary of state of Indianapolis for the new concerning, and have been filed in the office of County Recorder J. W. McNay. The object of the company is to manufacture and sell pottery and earthen ware.
The directors are Walter Luttringhouse, Charles D. Howe, Otto E. Freund and O. A. Eberhardt, of Chicago, and A. J. Vits of eKnosha [sic; Kenosha], Wis., Fred E. Lang of Glen Ellyn, Ill., Robert E. O'Dea and Albert G. Ziesk of Chicago, as incorporating members.
Theodore Dittel, who has been at the head of the company's work in the local plant, stated today that excellent progress had been made with the remodeling and rebuilding of the buildings and that within two weeks the building would be practically completed. Then machinery and ,kilns will be installed so that with the coming of summer next year a working force of 400 people would be employed. John Ameling has the contract for the building work.
Mr. Dittel is general manager of the concern and the actual head of the business, although at the present time because of legal considerations, he did not take title of a director or officer in the company. There is a possibility of a reorganization and a recapitalization in the future.
The small kiln which was built last summer and which was tried out a short time ago with great success, will not be fired again until machinery has been installed to manufacture the clay for burning. Mr. Dittel stated it would probably be fired again in January.
Machinery is expected to arrive daily. The rooms are practically ready for it. A new concrete floor is being laid throughout the entire plant which is almost finished. A heating plant has been installed.
The kiln which was built a year ago by Anton Schmidt who at that time was in possession of the building has been torn down. The pits and passages built under the ground surface for the old glass furnace which was in use here some years ago, have been filled up and leveled off and a foundation prepared for a new large kiln. There will eventually be five of these large kilns.
Court Papers Forwarded.
The suit for damages of $250,000 against the group of men who have possession of the plant mentioned here, which was brought last summer by Anton Schmidt may be tried at Hammond. The completed transcript of the case has been forwarded to Indianapolis from the office of County Clerk Jones. Judge Anderson may, it is said, hear the case at Hammond as that would be a convenient point and sometimes the direct federal court sits at that place. If not there the trial will be had in Indianapolis.
Schmidt's suit which was brought through Attorney C. W. Jensen is based upon his allegation that he had perfected processes of making fine chinaware working under an agreement with a group of Chicago men, and that as soon as he was actually ready to go ahead with the manufacture, his secrets were used by his associates and operations began. The defendants deny Schmidt's possession of any particular secrets and declare they had waited too long for him to produce the goods, and finally took possession of the plant and brought here a man thoroughly conversant with the process, who is, it would appear ready to make the ware on a large scale.
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The following news item appears in the June 16, 1921, issue of The Chesterton Tribune:
TO ERECT BUILDINGS AT PLANT
U. S. China Company Ready to Expend Nearly $100,000 in Improving Local Factory
Nearly a hundred thousand dollars will be spent by the U. S. China company this summer in extensive building operations at its plant here. Complete plans have been prepared under the direction of Theodore Dittell, the head of the company and the manager actively in charge of the local factory. The letting of the contract awaits only the untangling of certain legal matters in connection with the damage suit of Anton Schmidt, formerly in charge of the plant here, who was ousted by his Chicago associates when he failed to satisfy them with his work here.
A new building will be erected at the corner of Waverly road and Broadway, just east of the present plant. It will be 100x300 feet in dimensions, two stories high and be built of brick. It will be entirely fire-proof. This building will be used entirely by the art department of the china factory. It will also contains the offices of the company.
Here will be the work rooms of the artists who will decorate the ware before it is burnt. There will also be small kilns to set the colors before subjecting the ware to the intense heat of the larger kilns.
Another building fifty feet square is to be erected on the west side of the present building. This will contain the machinery to make the saggers, which are the containers in which the ware is deposited as it is placed in the kiln.
Manager Dittell has had a force of men working for the last two weeks cleaning out the old buildings, and cleaning up the wards west of the plant. The buildings next to the N. Y. C. railroad tracks are to be thoroughly overhauled, a concrete floor constructed over the entire plant, and a new roof built to cover the whole north half of the old plant.
The sewers which formerly drained the factory building are now being located, so that the necessary plumbing can be done before the contractors start work upon the construction proper. The work of installing the necessary drain and water pipes for the plumbing will begin next week.
Five large kilns are to be build [sic] in the kiln room which occupies the central part of the old plant, and which has already been rebuilt with new roof and raised to include a second story. Workmen are already started on this job, and the foundations of the first of the large kilns is completed, and the walls are being raised.
This work is proceeding rather slowly as the building of the kiln is a technical and difficult matter and must have the constant supervision of Mr. Dittell.
A force of about 25 is now employed at the pant.
A considerable quantity of ware has been burnt, and it is all fine work, with a beautiful white glaze. Burning in the smaller kiln which was completed last fall, has, now, however, been temporarily discontinued, pending the arrival of an expert kiln burner from the eastern chinaware plants. Mr. Dittell is now giving his entire time to the work of rebuilding the plant.
When completed the factory will employ several hundred persons.
------
The following news item appears in the July 28, 1921, issue of The Chesterton Tribune:
BOOM FOR CHESTERTON LOOMS; WORK STARTS ON $100,000 CONTRACT
Work is under way on a contract amounting to nearly $100,000 for enlarging the plant of the U. S. China company. The Foster Lumber company of Valparaiso has the work in charge. The contract is to be completed in about two months. Machinery will then be installed as rapidly as it can be procured. This will cost about $50,000 or more.
The factory will be fitted up inside during the winter, and some manufacturing done. by spring it will be in full operation, according to Theodore Dittell, the head of the concern, and will employ 500 to 600 people.
This means that Chesterton will expand rapidly in population during the next year. It means that the lethargy in industrial expansion which was pervaded the community for sow [sic] many years is about the break. Employment will be given to many local people, and more must come if the demand for labor of this new company is complied with.
Five new buildings are being erected. The largest will be on the corner of Broadway and Waverly, and will be 200 feet frontage on Broadway and 250 feet along the side street. This building will be two stories high. The other buildings are 40 to 50 feet square and are additions to the buildings now standing.
When completed the factory will be modern in every respect and so arranged that the greatest economy will be effected in the manner in which the new material goes through the factory and is converted into the finished product.
The U. S. China company will manufacture a high grade of chinaware, consisting of dishes of all kinds, and several grades will be made. The heavier dishes for hotel use will be made as well as the lighter and finer china. The feature of the ware will be a brilliant white glaze finish that not often is produced in America.
Five enormous kilns will be built to burn this ware in. One is already under construction and the more difficult part, the base, is practically completed. It will be extended through the upper floor and through the roof of the kiln room in a short time. The kiln whose chimney can be seen from outside the plant now is a small kiln build [sic; built] first to try out the clay. It will be used for small work and experimental purposes.
The buildings are all to be built of brick. They will be painted red and the plant bet surrounded with a brick wall, with iron latticed gates in front. This will give it a most attractive appearance. The house which now stands on the grounds and which the manager, Mr. Dittell, is using as a resident will not be moved.
The large building to be built on the corner will contain the offices on the ground floor. The upper floor will be used by the artists who will decorate the ware. The rear will contain the ovens for baking in the colors which they will apply.
Back of the large building will be a small one story building for a power house.'
The rear of the old building along side the car track will be refloored and part of the walls rebuilt. This is to be flanked with two new buildings, one on each side 40 feet square and two stories high.
Another building about 50 feet square and two stories high will be built on the west side of the main plant.
Concrete floors will extend practically throughout the entire plant. In some of the rooms they will be covered with a boarded floor.
Mr. Dittell has now worked out in detail the arrangement of his factory. the rooms are so arranged that the raw materials as they are dumped into the bins from the cars on the railroad siding start their journey through the plant, and without repeating any stage of the trip emerge on the other side in the form of dishes, packed and ready to ship.
The heavier machinery has been already ordered. Orders for the remainder are being placed from time to time.
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The following news item appears in the August 11, 1921, issue of The Chesterton Tribune:
U. S. CHINA PLANT IS BEING PUSHED RAPIDLY
Construction is progressing rapidly at the plant of the U. S. China company. Brick walls are going up fast seemingly all over the grounds. Theodore Dittell, manager of the works, has placed all orders for machinery. The building will be completed by October, according to present prospects, the machinery will be installed within another month or two, and the kilns built, so that the plant will be on a working basis before the end of the year.
The foundation on the new building at the corner of Waverly road and [B]roadway is being placed. The walls on the four other buildings are being raised rapidly, and some are as high as ten feet or more now.
The placing of the foundations for the heavy machinery in the plant will be started in a week or two.
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The following news item appears in the September 23, 1921, issue of The Chesterton Tribune:
CHINA COMPANY CAPITALIZATION NEARS MILLION
The United States China company of Chesterton has been granted authority by the secretary of state to increase its capitalization from $200,000 to $875,000. The name of the corporation has been changed to the American China Products company, and the number of directors increased from seven to nine. Present indications point to a prosperous future for this concern and this communi[t]y.
The directorate and stockholders of the company consist almost entirely of Chicago parties. Theodore Dittell, who has been in Chesterton for about a year, is manager of the concern.
The new buildings have been rapidly advanced recently. The buildings attached to the old plant are practically completed now except for finishing up inside and the installation of machinery. The larger building at the corner of Broadway is being pushed rapidly. The walls are raised practically to the second story. In the rear of this building another is being erected to house the big heating plant for the factory.
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The following news item appears in the December 1, 1921, issue of The Chesterton Tribune:
FAIR WEATHER WILL COMPLETE PLANT IN WEEK
The big plant of the American China company, will be completed in about another week if the good weather continues, at least as far as the outside construction is concerned.
Work of finishing the interiors of the buildings is under way. Machinery is not arriving as fast as was expected, but several carloads are at the plant and are being unloaded, and installed.
The big kiln, first of a series of 6, is now practically completed and its tall chimney may be seen through the roof of the kiln house. Work of digging the foundations of the other kilns is well under way.
A high brick wall is being constructed across the front of the factor grounds, extending from the old main building to the new office building on the corner. It will be trimmed with large wrought iron gates, and be surmounted with a concrete top. This will make the place attractive.
The 85 foot chimney from the boiler room is being raised and will be completed next week.
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The following news item appears in the December 15, 1921, issue of The Chesterton Tribune:
NEW PLANT IS TOWN'S XMAS GIFT
American China Company Finishes Its New Buildings Here And Is Installing Machinery
Chesterton's greatest Christmas present is the big factor pictured on this page. The American China Products Company has erected a plant which when completely equipped with machinery as it will be in a few months will employ between 500 and 600 people. The product will be hard glazed chinaware, which heretofore has been produced only in Europe. The general accepted theory that American clay and raw material could not be finished into ware to equal that produced in Europe has been proven false and already the plant has produced a small amount of hard glazed ware. The market is unlimited in America and there is every reason to believe that Chesterton's newest industry will develop into a gigantic institution.
From the bein[g]ing of the world war it was difficult or practically impossible to obtain hard glazed china in American markets, as no hard glazed china had ever been produced in this country in commercial quantities. The American markets were dependent entirely upon importations from abroad.
Due to this fact, a group of progressive, far-seeing business men of Chicago began an investigation to see if it were possible to develop a new American industry of manufacturing high-grade, hard glazed china in this country, from American faw materials, in commercial quantities and competitive prices.
Theodore Dittel, was finally secured to place the project on a productive basis. A small kiln was built in the plant formerly occupied by a glass factory which had ceased operations years before, and where experiments had been carried on. Its design was similar to that in use in Europe. The work of preparing the clay was under Mr. Dittel's personal direction and instruction, some of it by his own hands. The first trial produced excellent china, with every piece practically perfect and with a fine white hard glaze.
Manufacture was carried on for a short time in a modest way until the success of the venture became assured. The American China Products Company was organized and incorporated under the laws of the state of Indiana and acquired the property and assets of the original founders. All of the men originally identified with the project have retained their interest and continued with the business.
The old plant has been rebuilt, remodeled and added to, until now it bears no resemblance to the careless buildings of a year ago. The Foster Lumber company of Valparaiso, were the contractors, and their work has been a credit to their company.
The buildings contain 80,750 square feet of floor space with ample ground for future expansion. Siding and switches from the E. J. & E. and N. Y. C. railroads are privately owned.
The buildings are equipped with the most modern labor saving and cost reducing equipment and devices, and when the machinery is installed the plant will be equal or superior to any European manufacturing plant engaged in the manufacture of china, both in the manner of economical production and the quality of the product.
The so-called chinaware, her[e]tofore produced in American are made with a "hard fire biscuit" and soft fire glaze. These goods do not hold up, as the glaze is softer than the body of the ware. The apparently dirty or soiled appearance of dishes with which all are more or less familiar, is the result of using this soft glaze porcelain.
For a number of years before the great war, the annual importation of chinaware into this country amounted to more than seventy million dollars worth of high grade chinaware broken every year in the city of Chicago alone, giving some idea of the vast market for the products of the local concern.
The making of pottery is probably one of the oldest known arts, dating back to the dawn of civilization by the peoples of all countries. The making of china, which is the highest grade of pottery has been developed to its highest degree in central European countries this far. Earthenware, stonewa[r]e, glazed pottery, and porcelain are profitably manufactured in many places in the United States, but heretofore it has been deemed impossible to produce transparent, vitrified, non-porous, hard-glazed china of sufficient tensile strength to compare favorably with the better known German, French Austrian and English makes.
Mr. Dittel, with his wife and varied experience in handling of various materials in the different countries of Europe has successfully processed American materials so that the products of the American China Products company are universally recognized by experts as being equal, of not superior to the better known wares of Europe.
The American China Product company is an Indiana corporation. It was organized during the year and has taken over the assets of the group of men who originally fostered the hard-glazed china project, and for whom Theodore Dittel acted as trustee.
Officers.
Walter Luttringhaus, president.
A. J. Vits, vice-president.
A. L. Rogers, secretary.
O. E. Freund, treasurer.
Directors.
Walter Luttringhaus, who is sales manager of the Aluminum Goods Manufacturing of Chicago; A. J. Vits, who is vice-present and manager of the American Aluminum Goods Mfg. Co., of Chicago; O. E. Freund, who is chairman of the boar of Directors of the Rogers Park National Bank, Chicago, and the senior member of the firm of Wm. Freund & Sons, the largest and oldest engravers in Chicago. R. C. Smith, president of the R. C. Smith Auto Co. and director of the Calhoun State Bank, Minneapolis. C. W. D. Doubleday, president Doubleday & Doubleday, Inc., of Chicago, and vice president William Prentiss, Jr. Company, Chicago. H. J. Frank, capitalist and chairman, board or [sic; of] directors United States Mortgage Company.
The capital stock of the company is $750,000.00. The preferred stock is par value $100.00 per share and amounts to $500,000.00. The common stock is par value $25.00 and amounts to $250,000.00. There are no bonds or mortgages.
It is estimated that about $300,000 has been spent in building and equipping the local plant up to the present time.
Theodore Dittel was born in Breslau, Silesia. His father was the manager of a large china manufacturing plant where Mr. Dittel received his first actual technical experience as a ceramic engineer. He also attended a technical ceramic school. Later he became associated with another company and built a china plant for them in Silesia. He became associated with a number of firms later as technical manager, and was general manager of a china factory in Milan, Italy, for five years. His experience in European plants was very entensive [sic].
He left his native country some ten years ago to continue his chosen profession in the United States, and as the result of numerous and extensive experimentations, he has successfully made hard glazed transparent china in commercial quantities, and of a tough, durable quality, from American raw materials.
Mr. Dittel planned and supervised the building of the immense plant here.
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The following news item appears in the February 23, 1922, issue of The Chesterton Tribune:
CHESTERTON CHINA NOW MADE AS WHEELS TURN AT THE NEW FACTORY
The wheels have started to turn in Chesterton's newest big industry.
The heaviest of the machines have been installed, equipped with motors and are ready to run. Within a week burnings in the big kiln which was the first to be completed with be made. The first product will be samples of some sixty or more models of ware which have been already modeled. Manufacture of saggers, which are the vessels containing the ware when it is put into the kiln, has been going on with the newly installed machinery for over a week, to prepare for the burnings.
The words, "Chesterton China," are being stamped upon every piece of ware which the plant turns out. The company has decided to name its ware after the town where the plant is located. This will great advertisement for Chesterton. The product of the factory when it gets fairly under way is estimated to be about $2,000,000.00 worth per year. A great many pieces of ware will be distributed over the country during the course of a year, each bearing the name of this town.
The big plant will not be running to its capacity until late in the summer on account of delays in securing machinery, according to the statement of Theodore Dittel, general superintendent and manager of the local factory. By that time, however, there will be over 500 persons employed at the factory.
Had the machinery been delivered according to contract the plan would be able to run at capacity within a few weeks. Several large machines ordered from Germany last July7, after it was found to be impossible to obtain them in this country are still undelivered, and Mr. Dittel has no idea when they will come.
The decorating department, which will require perhaps 250 works has no equipment as yet. This is located in the new building at the corner of Broadway and Waverly, and construction work is just being completed on it.
This will not be allowed to hold up the work in other departments however, as arrangements have been made to have decorating done in another plant to take care of what ware is manufactured before this department is in condition to operate.
Several skilled china workers have been secured from eastern states recently and put to work on the manufacture of the saggers, molds, and models of samples soon to be burned. It is not planned to bring over more skilled workmen from Germany, at least for some time.
Foundations for all the kilns have been completed. One cannot appreciate what an immense task it is to build a kiln, until it is actually seen under construction. Several carloads of brick are required for each, and they must be placed with absolute precision and accuracy. The first of five of the large kilns is completed, and has been fired. It will have its first burning of ware next week. A second large kiln is well under way, and the foundations of three others are ready for the walls. The first kiln built, completed last summer is smaller, and has been used from time to time in burning saggers and the small quantity of ware which has been produced thus far.
One of the noteworthy features in the operation of the plant is that the clay in undergoing the cleaning and refining process before being molded into the shape desired, is placed in solution and pumped from one machine to the other, and finally pumped to the molding department to be made into ware. The time this saves is incalculable. The same efficiency is apparent throughout the whole establishment.
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The following news item appears in the April 6, 1922, issue of The Chesterton Tribune:
VISIT TO CHINA PLANT REVEALS THE HUM OF ACTIVITY IN EVERY DEPARTMENT; FORCE ABOUT 125
(By C. G. Chaney)
The American China Products company has made strides in the past month that are little short of marvelous.
In a visit to the factory Thursday afternoon, I found the departments humming and alive with activity. There are about 125 people employed there now, according to Theodore Dittel, general manager.
Entering the gate I walked into a modern looking office where two young ladies sat behind desks. I asked for Mr. Dittel and he came out and courteously inquired if I cared to look through the factory. I told him I came to see what was being accomplished that the Tribune might inform the people of Chesterton who were obviously interested in the factory and its progress.
We went first to the old office room, which is now fitted up as a laboratory.
Then I watched several workmen in long white coats workink [sic; working] over a number of machines, shaping models for the dishes which are made in this plant. They were all Germans who were experts, and had been brought here specially for this work.
The next department contained five women and girls, who were polishing the new shaped vessels. A machine had just been installed here than enables these five to do what otherwise would require 22. This machine had to be imported from Germany.
In the center of the group of buildings is one with perfectly white walls and which has a flood of light entering from above. It has several long benches with rapidly whirling machines something like a vertical lathe. Here is where the dishes are shaped. A great number of men and women are employed here. Everything is kept scrupuously [sic] clean and in order. This is the rule throughout the plant and it is very evident it is observed carefully.
In the rear are a number of bins containing clay of various hues and texture. Nearby is a room containing an enormous grinding machine with three giant rocks bearing on each other. Each weighs several tons.
One of the most marvelous features of the factory is the system of transporting the clay. It must be dissolved to clean and purify it and in this condition the clay is pumped from one machine to another and finally conveyed to the molding room through pipes.
Another machine was received this week from Germany. It, too, could not be obtained in America. After the clay is precipitated from its solution it must be kneaded like the housewife kneads dough. The object is to free it from air pockets. This is a tremendous task to perform by hand as it has been done heretofore. The new machine kneads the clay in huge quantities and does it quickly.
The kiln room is a great scene of activity. Masons have brought the third kiln up to the roof, and in a few days the chimney will be built above it and it will appear above the roof. Three other kilns have their structure completed several feet above the ground.
The first of the large kilns has been fired several times and perfectly shaped dishes of various kinds, hard and glistening white are to be seen stacked up in immense quantities, although Mr. Dittel states that production is as yet scarcely under way compared to what will be accomplished when all kilns are in operation.
Only one small kiln for setting the color decorations on the china has been installed. These look like ovens and are not nearly so large or heavy. Kilns have been ordered from Germany and are on the way.
The workroom for the artists and decorators is now ready to be fitted up. The chief of this department has a number of girls now under instruction and it will not be long before this department will be busy as the rest. I saw a number f pieces here that were quite beautiful, and artistic.
The china produced so far is rather heavy and designed for hotel use. It is apparent, however, even to an outsider who knows nothing about china that the materials are of the best, and that a factory which produces such ware before it has gotten fairly under way can beyond doubt produce that thin and transparent variety that is a delight to the feminine heart.
It has taken a good many months to bring the plant to its present development, but when one considers the rickety old building that was taken over by this company a couple of years ago, and then observes what it has been converted into, one realizes readily enough why it has required time.
It is a wonderful industrial enterprise.
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The following news item appears in the June 8, 1922, issue of The Chesterton Tribune:
SPECIAL TERM OF COURT FOR TRIAL SCHMIDT'S SUIT
A special term of the Superior court is to be held beginning July 11, at which the long pending action of Anton Schmidt against the U. S. China Company will be tried. This is the action in which Schmidt seeks a hearing on his petition seeking to restrain U. S. China company, which has recently be named The American China Products company, from using his "secrets" and "formulas" in manufacturing hard glaze chinaware.
Schmidt entered into an agreement with a group of Chicago financiers to perfect a process of making chinaware of glaze and texture equal to the products of the European factories out of raw materials found in America. The "old glass factory" was secured for his experiments. He erected a kiln and spent about a year at the work. He alleges that by reason of extensive experience in potteries in Germany he was possessed of secret processes. Finally his Chicago financial backers became dissatisled [sic; dissatisfied] with his results, after spending about $30,000.00 on the project. The doors of the plant were locked against him and a contract was entered into with Theodore Dittel to take charge of the plant.
After a few months Mr. Dittel had erected a kiln of different design, and was turning out chinaware which evidently brought satisfaction to the Chicago men.
Thereupon a company was organized, considerable capital placed at the disposal of Mr. Dittel and the splendid factory erected in Chesterton which today employs about 160 people and is constantly adding to its production and its working force.
Anton Schmidt alleges that all this is made possible by the use of his own secret formulas and processes. He has instituted an action for damages for $250,000 which is now pending in the federal courts.
The trial of the other suit, in which he asks the court to issue an injunction against the American China company using his "processes" is the one to be tried at the special term in July. It has been continued many times from one date to another, Mr. Schmidt declaring that the testimony of his wife is essential, and Mrs. Schmidt is now in Europe. It is expected she will return by that time.
In the meantime Anton Schmidt has organized the Columbia China company, has secured capital in Chicago, and has added considerably to the building formerly used by the Schmidt Color & Chemical company. One kiln has been built and china making machinery installed. There have been several burnings of the kiln, it is reported, with indifferent success.
The Schmidt Color & Chemical company is now in process of dissolution. The stock was sold to various parts of the country. It is said that this is being taken up and stock of the Columbia China company issued in its stead.
The Chesterton Tribune, Chesterton, Porter County, Indiana; June 15, 1922; Volume 39, Number 14, Page 1, Columns 3-4. Column titled "Plan A Big China Plant for Valpo."
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The following news item appears in the June 15, 1922, issue of The Chesterton Tribune:
PLAN A BIG CHINA PLANT FOR VALPO
A china factory, three times as large as the Chesterton plant will be erected in Valparaiso within two years by the American China Products company. The local factory will have six kilns when completed. It will employ about 600 people. The new unit will have 18 kilns and employ over 1500 people. It will be built in Valparaiso instead of Chesterton because it is believed labor will be more plentiful there.
These startling facts were revealed Tuesday by Theodore Dittel. Mr. Dittel is the china manufacturing expert who built the local plant, and who is general manager. It is his knowledge of china making processes, obtained in the potteries of Bavaria, which has opened up the way for a new industry in America. The local plant has been markedly successful and some beautiful ware has been turned out. Orders are piling up, the demand for the excellent ware is so great it is not a question of getting orders. It is already a question of how to fill them. The ware is not like anything made in the United States. It is equal to or superior to the hard white and transparent china which is made in the potteries of central Europe.
The Chesterton factory will be completed some time this fall and will be in full operation and completely organized by the middle of winter. It is expected that about that time steps will be taken to expand the company, and provide for the bigger unit in a nearby city.
Mr. Dittel, then will be able to give his attention to the project, and it will have been proven beyond all doubt that chinaware, equal to that produced abroad can be produced in American on a quantity and competitive basis.
The writer had the privilege Tuesday morning of seeing the last large kiln build, opened after a burning. It contained over 7,000 pieces of ware of all designs. There are over 100 designs of ware produced at the factory now, and most of them were represented in the kiln. About 98 percent of the burnings are good. The two per cent which are imperfect is used in making glaze, so really there is no waste whatever, as the 2 per cent is about the proportion needed for making glaze.
A very unique cigar holder, ash tray and match holder, patented by a Chicago man, is being made in quantities. It has a number of small holes the size of a cigarette, around the edge, and is designed for placing the butts in to extinguish them promptly. It is becoming in great demand. There are five designs of ash trays and match holders which have been made. An order has been shipped for many thousands to a transcontinental railroad for use in its dining cars. Designs are being made for other railroads at the present time.
The decorating department of the factory is getting into action. A decorating oven in which the color design is burnt into the glaze, arrived last week from Detroit, damaged in shipment. This is being repaired. Orders for other ovens from Germany have been standing for many months, but the ovens are still undelivered. One small oven installed last winter is being used, and is working satisfactorily, except that it is too small for the demands upon it.
Two printing presses are being installed in the plant. These are used to print the colors upon the sensitized paper. The designs are in strips and pasted upon the ware. After a few moments they are removed by soaking them with water, applied by a brush. The design is left on the ware and burnt into the glaze.
There are three kilns in constant use at the factory. Three others are in the process of construction.
The texture of the ware produces is excellent. All designs and models are for hotel and dining car use, but in spite of their thickness, they are almost transparent. One can plainly see the outline of the fingers of any object held against the side and held to the light. If the edge of a piece of the ware be chipped, to show the texture of the glaze, it has the appearance of white glass.
All pieces are carefully sorted. The ware is divided into first, second and third quality. The first and second quality is all decorated. The third quality is sold white, and there is said to be a greater demand for it than can be produced.
Orders are now being produced for many of the leading hotels in the country.
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The following news item appears in the July 6, 1922, issue of The Chesterton Tribune:
HEADS OF CHINA CO. VISIT VALPARAISO TO CONFER UPON SITE
As guests of the directors of the Valparaiso Chamber of Commerce Wednesday noon, Walter Luttrinhaus, president of the American China Products company, and C. W. Duke Doubleday, a director of the company, outlined the future plans of the concern with reference to development of plants in Porter county.
Mr. Luttringhaus, in addressing the directors at the meeting, said that Valparaiso was an ideal city for the purpose and had some fine sites for china manufacturing purposes. "But we must first finish our Chesterton plant," said Mr. Luttringhaus, "for when fully developed it will employ between 500 and 600 people and is equipped to turn out two million dollars worth of china per year.
Just when they would finish the Chesterton project and their plans be fully developed for further expansion was not stated by Mr. Luttringhaus. Valparaiso is the first city on the list and is being carefully considered for the second plant when these plans develop, however, he stated.
"We chose Valparaiso because this city is close to our Chesterton plant," said Mr. Luttringhaus, "and the same superintendent can look after the general affairs of both plants. And, too, this is a proper location for a china plant. We have looked over the property here and find many ideal sites for such an enterprise. We will be able to get more help here than we would in Chesterton, and when our plant is developed here more than 1,000 people will be employed in the Valparaiso plant."
He also gave an explanation of the process used by this company in manufacturing china, and how the product differed from china made by all other American plants at the present time.
Mr. Doubledeay [sic] addressed the directors at length on the development of the American China Products company and its prospects for the future. He stated that there was now being developed in Porter county what was destined to be the greatest industry in the state, not excepting the steel industry. His company is the only one in America making china by the same method known now only to German manufacturers. The company has a large number of orders and the business is being developed rapidly, so that plans for expansion are being worked out.
An invitation to go to the chesterton p[lant and see the processes of manufacture was given by M. Kionka, also interested in the project and who attended the meeting.
An inspection of the Chesterton plant was made and the men came in cars furnished by M. R. Lowenstine, Dr. Ruge, F. R. Marine and C. L. Jeffrey. Several hours were spent going through the plant. The extent of the company's manufacturing was not fully realized until the inspection was completed, the special machinery - various processes, and the plan of operation being noted. The inspection gave them knowledge of what the future plant will be when developed here.
Recently an announcement was made, exclusively through the Chesterton Tribune, that the plant would be located in Valparaiso, and the visit of the officials of the company followed the announcement, to personally explain their plans. They were impressed with the courtesies shown them, and stated that when the plans were fully developed the Chamber of Com[m]erce would be advised.
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The following news item appears in the July 6, 1922, issue of The Chesterton Tribune:
SCHMIDT'S PETITION UP ON TUESDAY
Whether the American China company is using "Secrets" and formulas originated by Anton Schmidt, to manufacture chinaware at its large factory in Chesterton will be decided next week in the Superior court with Judge Harry L. Crumpacker on the bench. If this is proven, a permanent injunction will likely be ordered by the court restraining the company from using these secrets and formulas.
If it shown that Theodore Dittel is an expert china manufacturer, and has ignored the experiments and "discoveries" of Mr. Schmidt, then the petition will be dismissed and the operations of the plant will proceed without danger of further interference.
A special term of court is scheduled for the hearing this case.
The plaintiff has secured a continuance several times as he desired the testimony of Mrs. Schmidt, who is in Austria visiting relatives. It is not known whether Mrs. Schmidt will be on hand to testify at the trial or not.
Anton Schmidt started operations in the plant of the old glass factory several years ago. He built a kiln and undertook the manufacture of various forms of chinaware, including doll heads and fancy vases, as well as dishes of various kinds. He was backed financially by Walter Luttringhaus and several others in Chicago. After spending about $30,000 and not accomplishing results satisfactory to his associates, Mr. Schmidt was ousted from the factory. Theodore Dittel was engaged by Mr. Luttringhaus and his associates, and since that time there has been steady progress and production is now under way. The factory will be on a capacity production basis within a few weeks.
Chas. W. Jensen and Ira Tilton are attorneys for Mr. Schmidt.
Kelly & Galvin, of Valparaiso, Osborn & Link of Laporte and Peaks, Bunch, Peaks & Latimer of Chicago are attorneys for the American China company.
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The following news item appears in the July 13, 1922, issue of The Chesterton Tribune:
HEARING CHINA FACTORY CASE ON WEDNESDAY
The action of Anton Schmidt against the American China Products company was brought before Judge Harry L. Crumpacker in the Superior court in Valparaiso Wednesday morning. It was to have been called on Tuesday morning, but the judge was delayed in returning from an automobile trip to St. Paul by heavy rains in Wisconsin, and was unable to get to Valparaiso until Wednesday morning.
A large number of witnesses were called to testify in the case. Subpoenas were issued to a great number of persons who formerly were employed to operate the local plant, which has brown to such huge proportions since he left it.
The hearing Wednesday, was relative to Schmidt's petition for a permanent injunction against the American China company and Theodore Dittel, general manager, restraining them from using any of Schmidt's "secrets" and "processes" in manufacturing china.
Sources:
The Chesterton Tribune, Chesterton, Porter County, Indiana; November 25, 1920; Volume 37, Number 37, Page 1. Column titled "U. S. China Company is Formed."
The Chesterton Tribune, Chesterton, Porter County, Indiana; June 16, 1921; Volume 38, Number 14, Page 1, Column 6. Column titled "To Erect Buildings at Plant."
The Chesterton Tribune, Chesterton, Porter County, Indiana; June 15, 1922; Volume 39, Number 14, Page 1, Columns 3-4. Column titled "Plan A Big China Plant for Valpo."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 28, 1921; Volume 38, Number 20, Page 1, Column 1. Column titled "Boom for Chesterton Looms; Work Starts on $100,000 Contract."
The Chesterton Tribune, Chesterton, Porter County, Indiana; August 11, 1921; Volume 38, Number 22, Page 4, Column 4. Column titled "U. S. China Plant is Being Pushed Rapidly."
The Chesterton Tribune, Chesterton, Porter County, Indiana; September 23, 1921; Volume 38, Number 28, Page 1, Column 5. Column titled "China Company Capitalization Near Million."
The Chesterton Tribune, Chesterton, Porter County, Indiana; December 1, 1921; Volume 38, Number 38, Page 1, Column 4. Column titled "Fair Weather Will Complete Plant in Week."
The Chesterton Tribune, Chesterton, Porter County, Indiana; December 15, 1921; Volume 38, Number 40, Page 11, Columns 2-6. Column titled "New Plant is Town's Xmas Gift. American China Company Finishes Its New Buildings Here And Is Installing Machinery."
The Chesterton Tribune, Chesterton, Porter County, Indiana; February 23, 1922; Volume 38, Number 50, Page 1, Column 6. Column titled "Chesterton China Now Made as Wheels Turn at the New Factory."
The Chesterton Tribune, Chesterton, Porter County, Indiana; April 6, 1922; Volume 39, Number 4, Page 1, Columns 3-4. Column titled "Visit to China Plant Reveals the Hum of Activity in Every Department; Force About 125," by C. G. Chaney.
The Chesterton Tribune, Chesterton, Porter County, Indiana; June 8, 1922; Volume 39, Number 13, Page 1, Column 3. Column titled "Special Term of Court for Trial Schmidt's Suit."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 6, 1922; Volume 39, Number 17, Page 1, Columns 4-5. Column titled "Heads of China Co. Visit Valparaiso to Confer Upon Site."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 6, 1922; Volume 39, Number 17, Page 1, Column 6. Column titled "Schmidt's Petition Up On Tuesday."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 13, 1922; Volume 39, Number 18, Page 1, Column 5. Column titled "Hearing China Factory Case on Wednesday."
The Chesterton Tribune, Chesterton, Porter County, Indiana; July 20, 1922; Volume 39, Number 19, Page 1, Column 3. Column titled "Schmidt Tells Story In Court Of His Work."
Copyright 2021. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
In addition to the limited-edition Corvette Victory Edition, a second special version of the all-American sports car will be introduced this spring, the Corvette Competition. This model, built in limited numbers on the basis of the C6 Coupé, bears strong links to motor sport too, in which the Corvette has proven highly successful. The Corvette Competition will be offered at a competitive price. read more>>
Mafalda is spending the last two weeks inside the crate.
Today she has walked a little, without any support, with just the power of her legs! :)
I am in touch with an Italian guy who several years ago began building wheels for disabled dogs abandoned in shelter for free, to give them a second chance. Well, his plan went ahead! Now he also sell them at a competitive price, and with the advantage that they are tailor made with the specific measures of each dog.
The wheels that I'm going to purchases are not the model for dogs with paralysis, but the model suitable for dogs that have just a certain weakness and need some help ... This is great news for us, because the wheels I found on the market are incredibly bulky for a small dog as Mafalda...
This beautiful picure of her was taken by Dick! The most loving man ever ... :)
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...
While capturing vessels berthed in Telford Quay at Aberdeen Harbour this afternoon Thursday 10th January 2019, this Colin Lawson Transport DAF XF truck arrived, a quick word with the driver asking for permission to take some photos of his truck , he gave me permission and these captures are the result.
Colin Lawson Transport .
History
Since buying his first lorry back in 1997, Colin Lawson has built his company up to the size it is today along with help from loyal office staff, also with employing the most experienced of drivers.
The company has grown enormously over the past years, growing alongside key customers supporting each other in good and bad times.
Colin Lawson Transport aim is to maintain a level of service second to none providing each customer with the same personal contact, building on long standing relationships.
One of the leading haulage companies in the North East of Scotland and have a reputation of providing a first class service built on our strong customer relationships.
Specialists within the oil and gas sector, working alongside general haulage fleet and heavy haulage fleet.
One of Aberdeen’s largest and most experienced haulage companies, operating a fleet of over 60 vehicles specialising within the oil and gas sector, complimenting both general haulage and heavy haulage fleet.
Also being one of the largest heavy haulage fleets in Scotland we have a multitude of variable trailers to meet individual customer needs. Driver training is paramount within our company and we undertake regular internal driving assessments along with ADR training to vastly improve our drivers skills.
Fleet of vehicles are one of the most modern and road friendly in our area purchasing from all major manufactures, our trailer fleet are predominantly all purchased from Dennison Trailers.
Business model has always been built on forging long standing relationships with customers, and treat every customer with the same working values, and strive to maintain this at every level.
CF Jennings is a leading provider of local, national and European transport services, based in Aberdeen. Since 1971 this family-run business has worked with companies big and small, a distinctive fleet of vehicles carry out deliveries across Scotland, the rest of the UK and mainland Europe.
Operations team can arrange collections and deliveries of any shape or form, providing services such as general haulage, bulk loads, parcel collection and delivery, abnormal loads, transportation of hazardous goods, and a lot more.
CF Jennings prides itself on making quick decisions, being honest and providing a personal, quality service at very competitive prices.
Long term partnerships exist because of these qualities and newer relationships exist thanks to word-of-mouth, continuous quality feedback, and down-to-earth approach to business.
Being a smaller, family-run company has its advantages – CF Jennings are able to provide a quicker, more personal and straightforward service that often cannot be matched by others, leaving customers dissatisfied. That’s where CF Jennings comes in .
Working around-the-clock, often at very short notice, to get the job done.
DAF XF 105
Low operating costs, best driver satisfaction and high reliability: the key development criteria behind DAF’s trucks for the long haul.
The XF105 is the best proposition on the market today. Voted International Truck of the Year 2007 by an international panel of specialist journalists. It has the most spacious cab in its class, offers top comfort to the driver and high revenues per kilometre to the operator. It’s a top performer.
Designed for long distance haulage applications, the cab sets a new standard for driver comfort. With a choice of Space Cab and Super Space Cab – both with generous interior dimensions – the XF105 offers more living, working and storage space than any other truck in its class. The result: drivers stay fit and fresh longer.
Powered for profit
The 12.9-litre PACCAR MX engine delivers excellent performance: from 410 hp up to 510 hp and high torque of between 2,000 and 2,500 Nm, with a maximum torque available between 1,000 and 1,410 rpm.
Also, with DAF SCR Technology it complies with either Euro 4 or Euro 5 exhaust gas emission standards. It is economical too, incorporating several technical advances that reduce fuel consumption. The XF105 also uses many low-maintenance components, which extends service intervals to further reduce operating costs.
High performance driveline
The driveline is carefully balanced to optimise performance under all operating conditions, and to make the most of the engine’s low fuel consumption. There is a choice of either a 16-speed manual or the latest AS-Tronic automated transmission to deliver power to the acclaimed DAF hypoid rear axle. There is also a hub-reduction axle for more demanding applications.
Choice of axle configurations
To ensure that the XF105 is ideally suited to each application it includes a choice of tractors and rigids with two-, three-, or four-axles.
XF105 has numerous styling and aerodynamic refinements. They include a restyled lower grille, which extends to the bumper and is more pronounced to channel more air and enhance performance. The lower grille also features an aluminium strip to signify compliance with the Euro 4/5 exhaust emission standards, while the upper grille is redesigned with cleaner lines. There is also a styled bumper, in which optional cat’s-eye combi-lights can now be integrated. The clear headlamps with virtually unbreakable Lexan protection can now also come as Xenon.
Wider field of vision
The four large, electrically adjustable and heated mirrors offer a much larger field of view for increased safety. The stylish aerodynamically designed mirrors are also optionally available in body colour.
Super Space Cab roof
The entirely restyled Super Space Cab roof is both pronounced and stylish. There is an integrated aerodynamic sun visor. While the optional integrated skylights, with twin 70W halogen spotlights, improve visibility and add an extra touch of style. It all adds up to a unique, powerful presence, both tough and inviting at the same time.
The PACCAR MX engine, developed and manufactured by DAF, combines excellent high performance with economical fuel consumption. It is available in 410, 460 and 510 hp versions with high torque of 2,000, 2,300 and 2,500 Nm respectively. Importantly, maximum torque is available between 1,000 and 1,410 rpm.
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. No I do not shoot anymore, the workload of managing production leaves not an hour or more or less to take photos.
This is shot to test the framing and lighting with a handheld Google Pixel 3 camera.
PXL_20230607_061337289.PORTRAIT color
The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car, which was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the marque as an icon of the motoring. At a time when most cars had drum brakes, live rear axles, and mediocre performance, the E-Type sprang on the scene with 150 mph and a sub-7 second 0–60 time, monocoque construction, disc brakes, rack and pinion steering, independent front and rear suspension, and unrivalled looks. The E-Type was based on Jaguar's D-Type racing car which had won the 24 Hours of Le Mans three consecutive years (1955–1957) and, as such, it employed the racing design of a body tub attached to a tubular framework, with the engine bolted directly to the framework.
On its release Enzo Ferrari called it "the most beautiful car ever made". In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s. In March 2008, the Jaguar E-Type ranked first in The Daily Telegraph online list of the world's "100 most beautiful cars" of all time. In popular culture the car features in the Austin Powers film series which parodies the Swinging London fashion scene of the 1960s.
OVERVIEW
The E-Type was initially designed and shown to the public as a rear-wheel drive grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as a two-seater convertible (OTS or Open Two Seater). A "2+2" four-seater version of the coupé, with a lengthened wheelbase, was released several years later.
Later model updates of the E-Type were officially designated "Series 2" and "Series 3", and over time the earlier cars have come to be referred to as "Series 1." As with other largely hand made cars of the time, changes were incremental and ongoing, which has led to confusion over exactly what is a Series 1 car. This is of more than academic interest, as Series 1 E-Types—and particularly Series 1 OTS (convertible) examples—have values far in excess of Series 2 and 3 models.
Some transitional examples exist. For example, while Jaguar itself never recognised a "Series 1½" or "Series 1.5," over time, this sub-category has been recognised by the Jaguar Owners Club of Great Britain and other leading authorities. The "pure" 4.2 litre Series 1 was made in model years 1965-1967 (earlier Series 1 models had a smaller, 3.8 litre engine with less torque). The 4.2 litre Series 1 has serial or VIN numbers 1E10001 - 1E15888 (in the case of the left hand drive OTS), and 1E30001 - 1E34249 (in the case of the left hand drive hardtop, or FHC). The Series 1.5 left hand drive OTS has serial numbers 1E15889 - 1E18368, with the hardtop version of the Series 1.5 having VIN numbers 1E34250 - 1E35815.[10] Series 1.5 cars were made in model year 1968.
The Series 1 cars, which are by far the most valuable, essentially fall into two categories: Those made between 1961 and 1964, which had 3.8 litre engines and non-synchromesh transmissions, and those made between 1965-1967, which increased engine size and torque by around 10%, added a fully synchronised transmission, and also provided new reclining seats, an alternator in place of the prior generator, an electrical system switched to negative earth, and other modern amenities, all while keeping the same classic Series 1 styling. The 4.2 litre Series 1 E-Types also replaced the brake servo of the 3.8 litre with a more reliable unit. "The 4.2 became the most desirable version of the famous E-Type due to their increased power and usability while retaining the same outward appearance as the earlier cars."
As of the end of 2014, the most expensive regular production Jaguar E-Types sold at auction included a 4.2 litre Series 1 OTS, with matching numbers, original paint and interior, under 80,000 original miles, and a history of being in the original buyer's family for 45 years (this car sold for $467,000 in 2013) and a 1961 "flat floor" Series 1, selling for $528,000 in 2014. Special run racing lightweights go for far more still, with a Series 1 lightweight - one of just twelve built - selling for more than £5 million (+/- $7.5 million USD) in early 2015.
Being a British made car of the 1960s, there are some rather rare sub-types of Series 1 E-Types, particularly at the beginning and end of the Series 1 production. For example, the first 500 Series 1 cars had flat floors and external bonnet latches. At the close of the Series 1 production run, there were a small number of cars produced that are identical in every respect to other Series 1 units (including triple SU carbs, button actuated starter, toggle switches, etc.), except that the headlight covers were removed for better illumination. It is not known exactly how many of these Series 1 cars (sometimes referred to as for convenience sake as "Series 1.25," but per Jaguar, Series 1) were produced, but given that 1,508 Series 1 OTS cars were produced worldwide for 1967, combined with the fact that these examples were made in just the last several months of Series 1 production, means that these, like the flat floor examples that began the Series 1 production run, are the lowest volume Series 1 variant, save of course for the special lightweights.
Worldwide, including both left and right hand drive examples, a total of 7,828 3.8 litre Series 1 roadsters were built, with 6,749 of the later 4.2 litre Series 1 roadsters having been manufactured.
While the 1968 Series 1.5 cars maintained the essential design of the Series 1 models, emission regulations caused US models to lose the Series 1 triple SU carburetors; these were replaced in the Series 1.5 by less powerful twin Zenith-Stromberg units, dropping horsepower from 265 to 246 and torque from 283 to 263.
Of the "Series 1" cars, Jaguar manufactured some limited-edition variants, inspired by motor racing:
The "'Lightweight' E-Type" which was intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, two have been converted to low drag form and two others are known to have been wrecked and deemed to be beyond repair, although one has now been rebuilt. These are exceedingly rare and sought after by collectors. *The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray. In 2014, Jaguar announced its intention to build the remaining six lightweights, at a cost of approximately £1 million each.
Safety and emissions regulations in the North American market forced the Series 2 and 3 E-Types to lose "the original's purity, with a larger grille, wider wheel arches and bigger bumpers being added that distorted the (Series 1's) looks."
The New York City Museum of Modern Art recognised the significance of the E-Type's design in 1996 by adding a blue roadster to its permanent design collection, one of only six automobiles to receive the distinction. The MoMA XKE is a Series 1 roadster.
CONCEPT VERSIONS
E1A (1957)
After the company's success at the Le Mans 24 hr through the 1950s, Jaguar's defunct racing department was given the brief to use D-Type style construction to build a road-going sports car, replacing the XK150.
The first prototype (E1A) featured a monocoque design, Jaguar's fully independent rear suspension and the well proven "XK" engine. The car was used solely for factory testing and was never formally released to the public. The car was eventually scrapped by the factory.
E2A (1960)
Jaguar's second E-Type concept was E2A which, unlike the E1A, was constructed from a steel chassis with an aluminium body. This car was completed as a racing car as it was thought by Jaguar at the time it would provide a better testing ground. E2A used a 3-litre version of the XK engine with a Lucas fuel injection system.
After retiring from the Le Mans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham. In 1961, the car returned to Jaguar in England to be used as a test vehicle. Ownership of E2A passed to Roger Woodley (Jaguar's customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped. Roger's wife owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction, where it sold for US$4,957,000.
PRODUCTION VERSIONS
SERIES 1 (1961–68)
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8 litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4.2 litres in October 1964.
The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp; 198 kW) and same top speed (150 mph;241 km/h), but increased torque from 240 to 283 lb·ft (325 to 384 N·m). Acceleration remained pretty much the same and 0 to 60 mph (0 to 97 km/h) times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400rpm instead of 5,500rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2 litre resulted in increased torque of approximately 10% across the power band. Its new block was also longer and was completely redesigned to make room for 5mm larger bores, and Jaguar also redesigned the crankshaft to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator.
Autocar road tested a UK spec E-Type 4.2 fixed head coupe in May 1965. The maximum speed was 246 km/h, the 0–60 mph (0–97 km/h) time was 7.6 seconds and the 402 m from a standing start took 15.1 seconds. They summarised it as "In its 4.2 guise the E-type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.".
Motor magazine road tested a UK spec E-Type 4.2 fixed head coupe in Oct 1964. The maximum speed was 241 km/h, the 0-60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds.They summarised it as "The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles of testing confirms that this is still one of the worlds outstanding cars".
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first vehicle manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognised by glass-covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear.
3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear ("Moss box"). 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15 inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 - 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupe) remained as two-seaters.
Less widely known, right at the end of Series 1 production, but prior to the transitional "Series 1½" referred to below, a small number of Series 1 cars were produced, with open headlights. These series one cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143mm from the Series 1½ at 160mm . Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968. Exact production numbers of these later Series 1 open headlight cars are not precisely known. They are not "rare" in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967, and their production ended that same summer, with the Series 1.5 production beginning in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Type 's are identical to other 4.2 litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburetors, polished aluminum cam covers, center dash toggle switches, etc.
Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called "Series 1½." Due to American pressure the new features were not just open headlights, but also different switches (black plastic rocker switches as opposed to the Series 1 toggle switches), de-tuning (using two Zenith-Stromberg carburetters instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminum ribbing, hood frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961-1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburetors from 3 to just 2, resulting in a loss in horsepower from 265 to 246 and a loss in torque from 283 to 263. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the "Series 1.5" of 1968. An often overlooked change, one that is often "modified back" to the older style, is the wheel knock-off "nut." US safety law for 1968 models also forbid the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special "socket" included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2, and per the JCNA Judges' Guide, "only MY '68 E-types are true Series 1.5s."
An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 240.0 km/h and could accelerate from 0 to 60 mph (0 to 97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2,097 including taxes.
The cars submitted for road test by the popular motoring journals of the time (1961) such as The Motor, The Autocar and Autosport magazines were specially prepared by the Jaguar works to give better-than-standard performance figures. This work entailed engine balancing and subtle work such as gas-flowing the cylinder heads and may even have involved fitting larger diameter inlet valves.
Both of the well-known 1961 road test cars: the E-type Coupe Reg. No. 9600 HP and E-type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag co-efficient. This goes some way to explaining the 240 km/h maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both test cars must have reached or exceeded 6,000 rpm in top gear when on road test in 1961.
Production numbers from Robson:
15,490 3.8s
17,320 4.2s
10,930 2+2s
SERIES 2 (1968–71)
The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive exterior feature is the absence of the glass headlight covers, which affected several other imported cars, like the Citroën DS, as well. Unlike other cars, this retrograde step was applied worldwide for the E-Type, not just to Americans living under the authority of the National Highway Traffic and Safety Administration.
Other hallmarks of Series 2 cars are a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, an enlarged "mouth" which aided cooling but detracted for the Series I design purity, twin electric fans, plastic rocker switches in place of the Series I toggle switches, and, of course most importantly, a material downgrading in performance resulting from a switch from the three SU carburetors used in Series I models to a mere two "smogged" Stromberg carbs, reducing horsepower from 265 to 246 and reducing torque from 283 to 263.
A combination steering lock and ignition key was fitted to the steering column, which replaced the dashboard mounted ignition switch and charismatic push button starter. A new steering column was fitted with a collapsible section in the event of an accident.
New seats were fitted which allowed the fitment of head restraints, as required by U.S. law beginning in 1969. The interior and dashboard were also redesigned; rocker switches that met US health and safety regulations were substituted for toggle switches. The dashboard switches also lost their symmetrical layout.
The engine is easily identified visually by the change from smooth polished cam covers to a more industrial "ribbed" appearance. It was de-tuned in the US with twin Strombergs and larger valve clearances, but in the UK retained triple SUs and the much tighter valve clearances. (Series 1½ cars also had ribbed cam covers). This detuned engine produced 245 hp, a drop of 20 hp.
Air conditioning and power steering were available as factory options.
Production according to Robson is 13,490 of all types.
SERIES 3 (1971–75)
The E-Type Series 3 was introduced in 1971, with a new 5.3 L twelve cylinder Jaguar V12 engine, uprated brakes and standard power steering. Optionally an automatic transmission, wire wheels and air conditioning were available. The brand new V12 engine was originally developed for the 24 Hours of Le Mans. It was equipped with four Zenith carburettors. The final engine was claimed produced 203 kW (272 hp), massive torque and an acceleration of 0-60 mph in less than 7 seconds, but this bhp figure was reduced in later production. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé.
Performance was very competitive with contemporaries.
The newly used longer wheelbase now offered significantly more room in all directions. The Series 3 is easily identifiable by the large cross-slatted front grille, flared wheel arches, wider tyres, four exhaust tips and a badge on the rear that proclaims it to be a V12.
Cars for the US market were fitted with large projecting rubber bumper over-riders (in 1973 these were on front, in 1974 both front and rear) to meet local 8 km/h impact regulations, but those on European models were considerably smaller. US models also have side indicator repeats on the front wings. There were also a very limited number of six-cylinder Series 3 E-Types built. These were featured in the initial sales procedure but the lack of demand stopped their production. When leaving the factory the V12 Open Two Seater and V12 2 ± 2 originally fitted Dunlop E70VR − 15 inch tyres on 15 × 6K wire or solid wheels.
The Jaguar factory claimed that fitting a set of Jaguar XJ12 saloon steel-braced radial-ply tyres to a V12 E-Type raised the top speed by as much as 8 mph. The production car was fitted with textile-braced radial ply tyres. This fact was reported by the editor of The Motor magazine in the long-term test of his E-type edition dated 4 August 1973, who ran a V12 fixed head for a while.
Robson lists production at 15,290.[
LIMITED EDITIONS
Two limited production E-Type variants were made as test beds, the low drag coupe and lightweight E-Type, both of which were raced:
LOW DRAG COUPE (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé. Unlike the steel production E-Types, the LDC used lightweight aluminium. Malcolm Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope, and the rear hatch was welded shut. Rear brake cooling ducts appeared next to the rear windows, and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was perspex. A tuned version of Jaguar's 3.8-litre engine with a wide-angle cylinder head design tested on the D-Type racers was used.
The only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe. Since then it has passed through the hands of several collectors on both sides of the Atlantic and is now believed to reside in the private collection of the current Viscount Cowdray.
Peter Lindner, the Jaguar distributor in Germany, had his Lightweight modified by the factory to include the Sayer low drag roof and rear panels as part of an effort to win the GT class at LeMans. Lindner's car was more than a match for the Ferrari 250 GTO but mechanical problems forced it out of the race. Lindner was later killed in a racing accident that demolished his car, which has recently been restored.
Jaguar waited too long before committing to a racing program in earnest and what could have been a world champion in 1962 was not competitive by 1965.
LiIGHTWEIGHT E-TYPE (1963–64, 2014–PRESENT)
Twelve cars plus two spare bodies were made by Jaguar.
In some ways, this was an evolution of the low drag coupé. It made extensive use of aluminium alloy metal, in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used an aluminium block tuned version of the production 3.8-litre Jaguar engine with 300 bhp (220 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. Factory-built lightweights were homologated by Jaguar with three 45DCO3 Weber carburettors in addition to a Lucas mechanical fuel injection system. Early cars were fitted with a close-ratio version of the four speed E-type gearbox, with some later cars being fitted with a ZF five speed gearbox.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring but were reasonably successful in private hands and in smaller races.
One lightweight was modified into a low drag coupé (the Lindner/Nöcker car), by Malcolm Sayer.
Another lightweight was modified into a unique low drag design (the Lumsden/Sargent car), by Dr Samir Klat of Imperial College. Along with the factory LDC, this lightweight is now believed to reside in the private collection of the current Viscount Cowdray.
Many were fitted with more powerful engines as developments occurred.
On 14 May 2014, Jaguar's Heritage Business announced it would be building the six 'remaining' lightweights. The original run of lightweights was meant to be 18 vehicles; however only 12 were built. The new cars, using the unused chassis codes, will be hand built to exactly the same specification as the originals. Availability was prioritised for established collectors of Jaguars, with a focus on those who have an interest in historic race cars.
MOTORSPORT
Bob Jane won the 1963 Australian GT Championship at the wheel of a "lightweight" E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2-litre six-cylinder FHC racer in SCCA production series, and in 1980 won the National Championship in the SCCA C-Production Class, defeating a fully funded factory Nissan Z-car team with Paul Newman.
WIKIPEDIA
Jaguar Mk.IX (1959-61) Engine 3781cc S6 DOC Production 10.009
Registration Number LCP 229 (Halifax)
JAGUAR SET
www.flickr.com/photos/45676495@N05/sets/72157623671588245...
Powered by the 220bhp version of the 3.8ltr. engine, the Mk.IX was the last of the big separate chassis saloons, plus all disc brakes and power assisted steering. Choice of manual or automatic transmissions, but more automatics..
In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for ₤1995 with manual gearbox, ₤2063 with overdrive, and ₤2163 with automatic transmission, which was less than half the price of similar competitors.
Many thanks for a fantabulous 32,561,000 views
TRIVIA
A light green Mk.VIII was used extensively in the 1958 Alfred Hitchcock movie Vertigo, the colour did not exist in the Jaguar catalogue, and Hittchcock had a new Mk. VIII resprayed on the basis that his chosen colour photographed better than the original
Many thanks for a fantabulous 32,561,000 views
Shot on 01.01.2015 at Brooklands New Years Day Classic Car Gathering Ref 104-161
The Chinese brand King Long brand is steadily making its way into the British Coaching market - from what I have heard and seen this is mostly due to its very competitive price for the spec it has.
This example a nattily named XMQ6129Y has worked for various operators.
According to the KL website this model of Coach is 'Based on a luxurious and aristocratic design philosophy and has a fabulous appearance'.
Seen here working for Barnard Coaches of Gainsborough, Lincolnshire.
BN63NYU was new to KIng Long, Coventry in October 2013.
The vehicle itself was at Coach and Bus live at the NEC in 2013 to showcase what was achievable with King Long products.
In China King Long annually produces 25,000 buses and coaches as well as 30,000 mini vans.
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The Jaguar E-Type, or the Jaguar XK-E for the North American market, is a British sports car that was manufactured by Jaguar Cars Ltd between 1961 and 1975. Its combination of beauty, high performance, and competitive pricing established the model as an icon of the motoring world. The E-Type's claimed 150 mph (241 km/h) top speed, sub-7-second 0 to 60 mph (97 km/h) acceleration.