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Dress includes
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Jacket includes
- Jacket
- 12 Color HUD, 8 Metals, 2 Patterns
True Second Life Advertise, NO AI / KI Filter!
Sizes:
~Reborn + Juicy Boobs
~Legacy + Perky + Nerido
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Nakajima Ki-104 was a further development of the Ki-87; the latter was a Japanese high-altitude fighter-interceptor of World War II, a single seat, exhaust-driven turbo-supercharged engined, low-wing monoplane with a conventional undercarriage.
The Ki-87 was one of several designs of various manufacturers developed in response to American B-29 Superfortress raids on the Home Islands. The Ki-87 followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began.
The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the high-performance, tandem-engine Tachikawa Ki-94-I, while the Ki-87 under the lead of Kunihiro Aoki was developed as a fall-back project, using less stringent requirements.
Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.
The Technical Division of Imperial Army Headquarters made itself felt during the development of the Ki-87 prototype when they insisted upon placing the turbo-supercharger in the rear-fuselage, and from the sixth prototype the Nakajima fighter was to have that arrangement. Construction was further delayed due to problems with the electrical undercarriage and the turbo-supercharger itself. As a consequence, the first Ki-87 prototype was not completed until February 1945; it first flew in April, but only five test flights were completed.
A further variant, the Ki-87-II, powered by a 3,000 hp Nakajima Ha217 (Ha-46) engine and with the turbo-supercharger in the same position as the P-47 Thunderbolt. Due to the long development period of the Ki-87, several major structural changes were made, too, that eventually changed the aircraft so much that it received a new, separate kitai number and became the Ki-104.
Kunihiro Aoki's new design was approved by the Koku Hombu, and an order was placed for one static test airframe, three prototypes, and eighteen pre-production aircraft. Only 2 prototypes were built in the event; the first was equipped with a single 1,895 kW (2,541 hp) Nakajima Ha219 [Ha-44] engine, driving a 4-blade, but the second one received the stronger Nakajima Ha217 (Ha-46) and a 6-blade propeller.
The pre-production machines (Ki-104-I or -Tei) were all produced with Ha217 engines, but featured various four-bladed propeller (-a, -b) designs as well as the new 6-blade propeller (-c). Compared to the prototypes, armament was beefed up from a pair of 20mm Ho-5 and a pair of 30mm Ho-155-I cannons in the wings to four of the new, more compact Ho-155-II cannons (originally designed for the unsuccessful Ki-102 assault aircraft and optimized for wing installation).
All pre-production Ki-104-Is were allocated to an independent IJA Headquarter Flight where they were tested alongside established fighters in the defence of the Tokyo region. Based on this 3rd Independent Flight's unit marking, a completely black tail with the unit's emblem, the Ki-104s were inofficially called Ic '黒の尾'/'Kurono-'o, which literally means "Black Tail".
The first operational Ki-104s reached this unit in spring 1945 and saw limited use against the incoming streams of B-29 bombers (2 unconfirmed downings in the Tokyo region). After these initial contacts that left a serious impression the new type received the USAF code name "Cooper", but the hostilities' soon end however stopped any further work and serial production. No Ki-104 survived the war.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil: Tatsuo Hasegawa airfoil
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Powerplant:
1× Nakajima Ha219 [Ha-44-12] 18-cylinder air-cooled radial engine, 1,835 kW (2,461 hp)
Performance
Maximum speed: 712 km/h (385 kn, 443 mph)
Cruise speed: 440 km/h (237 kn, 273 mph)
Range: 2,100 km (1,305 mi)
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 30 mm (1.18 in) Ho-155-II cannons in the wings
Underwing hardpoints and centerline pylon for up to 3× 250 kg (551 lb) bombs
or a single 300l drop tank under the fuselage
The kit and its assembly:
This whif is the result of many ideas and occasions. First of all, I had a leftover six-blade propeller from a Hasegawa J7W Shinden in stock. Then I recently had an eye on kits of late Japanese high altitude fighters with turbosuperchargers, like the Ki-91-II or the Ki-106. These are available from RS Models, but rare and rather costly. And I wondered how a P-47 might look like without its deep belly? All this was finally thrown into a big idea stew, and the Ki-104 is the home-made hardware result!
As a side note: the Ki-104 was a real IJA project, AFAIK based/related to the Tachikawa Ki-94-I twin-boom/push-pull high altitude fighter, a re-worked, more conventional design. Information is sparese and it never reached any hardware stage and remained a paper project as the Rikugun Kogiken Ki-104; I just "revived" the number for my whif, but maybe the real Ki-104 could have looked like it... ;-)
The kit is a bashing of various parts and pieces:
- Fuselage and wing roots from an Academy P-47-25
- Wings from an Ark Model Supermarine Attacker (ex Novo)
- Tail fin is a modified part of a Matchbox Ju 188 stabilizer
- The stabilizers are outer sections from a Matchbox Douglas F3D Skyknight
- Cowling comes from an ART Model Grumman F8F Bearcat, the engine was scratched
- Propeller from a Hasegawa J7W Shinden
- Main wheels from a Matchbox F6F Hellcat
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit and detail. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty.
The Bearcat cowling was chosen because it had very good fitting width in order to match with the P-47 fuselage, and it turned out to be a very good choice - even though I had to add a dorsal connection, a simple styrene wedge, to create a good profile.
Inside, the engine consists of a reversed Hobby Boss F6F engine, with a fan dummy that covers any view on non-existent interior details... A styrene tube was added, into which a metal axis can be inserted. The latter holds the propeller, so that it can spin with little hindrance.
The Attacker wings were chosen because of their "modern" laminar profile - the Novo kit is horrible, but acceptable for donations. And the risen panel lines and rivets should later do great work during the weathering process... OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just where the large wheel fairings for the main landing gear ends.
The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary. I just had to cut out new landing gear well parts.
With the new wing shape, the tail surfaces had to be changed accordingly, with parts from a Matchbox Skyknight and a highly modified piece from a Matchbox Ju 188 stabilizer.
The OOB cockpit and landing gear was retained, I just replaced the main wheels with slightly more delicate alternatives from a Matchbox F6F Hellcat.
Once the basic bodywork was done I added the exhaust arrangement under the fuselage; the outlets are oil cooler parts from a Fw 190A, the air scoop once belonged to a Martin Marauder and the long ducts are actually HO scale roof rails. The oil cooler under the engine comes from a Hobby Boss La-7.
Pretty wild mix, but it works surprisingly well!
Painting and markings:
Even though this was supposed to become a late WWII IJA fighter, I did neither want the stereotype NMF look nor the classic green/grey livery or a respective mottled scheme. What I finally settled upon, though, took a long while to manifest, and it looks ...odd.
I wanted a camouflage scheme, but none of the more exotic real world options was fine for me; there had been fighters with black upper surfaces, bright blue ones, or blue mottle on top of NMF. But all this did not convince me, and I eventually created an experimental scheme. And the paint was supposed to look heavily worn, as if the paint had been applied directly onto the bare metal, without primer, so that it chips and flakes off easily.
The tones were supposed to be suitable for high altitudes, but not the classic IJA colors - nothing even close. eventuelly I came up with an all-around turquoise green (ModelMaster Fulcrum Grey Green) plus a pale grey-green (ModelMaster RAF Dark Slate Grey) as contrast for the upper sides. Sick combination, yes, esp. with the Aluminum shining through, which was applied first as a kind of acrylic primer. The camouflage paint was carefully brushed on top of that, with panel-wise strokes from back to front. Tedious, but effective.
The black tail was applied similarly, it is a free interpretation of real IJA markings; for instance, the 244th Sentai arcraft bore all-red tail sections. Black is an uncommon color, but since I wanted to create fictional squadron markings, too, this was a suitable concept. And it looks cool and mysterious...
The cockpit interior was painted with Aodake Iro (Modelmaster), the section behind the pilot's seat and where the sliding canopy moves on the outside, were painted with IJA Dark Green - just an odd idea. In front of the cockpit a black anti glare panel was added. The landing gear and the respective wells were painted with Steel Metallizer (just to set them apart from the lighter Aluminum all around). The propeller was painted in reddish brown tones, the spinner in Humbrol 160 and the blades in 173.
After this basic painting the kit received a black ink wash, and decals were applied. These were taken from various aftermarket sheets, including generic, white and yellow sheet for the Home Defence markings on wings and fuselage, the white fuselage trim or the yellow ID markings on the wings' leading edges.
As next step the complete kit was carefully wet-sanded, primarily from front to back, so that more of the aluminum primer showed through, the decals (esp. the Hinomaru) were worn out and the camouflage paint on top lost some of its hard edges.
The sanding residues had to be cleaned away thoroughly (with a soft toothbrush and lots of water), and then, repairs, e .g. where the bare plastic came through, as well as extra effects with dry-painted, lighter camouflage tones were done. Final cosmetics also include oil and dirt stains with Tamiya"Smoke", also applied by brush.
Once everything was dry and clean (despite the kit's look), everything was sealed under a coat of varnish - a 3:1 mix of matt and gloss Revell Acrylics.
A complex and lengthy painting process, but I think the effort paid out because the procedure mimicks the structure and look of a worn paint job instead of trying to look like it when you paint a cammo scheme and add metal effects "on top". This works for small chips, but not for the flaked look I had been looking for.
The Ki-104 turned out to be a very conclusive kitbashing - I think that the P-47-with-Attacker-wings-and-new-cowling bears more potential, and I might try it again, e. g. for a naval Thunderbolt development?
My first time behind the wheel of 300 on the open road since 1990 something. A lovely bus to drive perhaps a few things I need to look into, but lovely
Boeing's B-29 Superfortress was the most sophisticated, propeller-driven, bomber to fly during World War II, and the first bomber to house its crew in pressurized compartments. Boeing installed very advanced armament, propulsion, and avionics systems into the Superfortress. During the war in the Pacific Theater, the B-29 delivered the first nuclear weapons used in combat. On August 6, 1945, Colonel Paul W. Tibbets, Jr., in command of the Superfortress Enola Gay, dropped a highly enriched uranium, explosion-type, "gun-fired," atomic bomb on Hiroshima, Japan. Three days later, Major Charles W. Sweeney piloted the B-29 Bockscar and dropped a highly enriched plutonium, implosion-type atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. On August 14, 1945, the Japanese accepted Allied terms for unconditional surrender.
In the late 1930s, U. S. Army Air Corps leaders recognized the need for very long-range bombers that exceeded the performance of the B-17 Flying Fortress. Several years of preliminary studies paralleled a continuous fight against those who saw limited utility in developing such an expensive and unproven aircraft but the Air Corps issued a requirement for the new bomber in February 1940. It described an airplane that could carry a maximum bomb load of 909 kg (2,000 lb) at a speed of 644 kph (400 mph) a distance of at least 8,050 km (5,000 miles). Boeing, Consolidated, Douglas, and Lockheed responded with design proposals. The Army was impressed with the Boeing design and issued a contract for two flyable prototypes in September 1940. In April 1941, the Army issued another contract for 250 aircraft plus spare parts equivalent to another 25 bombers, eight months before Pearl Harbor and nearly a year-and-a-half before the first Superfortress would fly.
Among the design's innovations was a long, narrow, high-aspect ratio wing equipped with large Fowler-type flaps. This wing design allowed the B-29 to cruise at high speeds at high altitudes but maintained comfortable handling characteristics during slower airspeeds necessary during takeoff and landing. More revolutionary was the size and sophistication of the pressurized sections of the fuselage: the flight deck forward of the wing, the gunner's compartment aft of the wing, and the tail gunner's station. For the crew, flying at altitudes above 18,000 feet became much more comfortable as pressure and temperature could be regulated in the crew work areas. To protect the Superfortress, Boeing designed a remote-controlled, defensive weapons system. Engineers placed five gun turrets on the fuselage: a turret above and behind the cockpit that housed two .50 caliber machine guns (four guns in later versions), and another turret aft near the vertical tail equipped with two machine guns; plus two more turrets beneath the fuselage, each equipped with two .50 caliber guns. One of these turrets fired from behind the nose gear and the other hung further back near the tail. Another two .50 caliber machine guns and a 20-mm cannon (in early versions of the B-29) were fitted in the tail beneath the rudder. Gunners operated these turrets by remote control--a true innovation. They aimed the guns using computerized sights, and each gunner could take control of two or more turrets to concentrate firepower on a single target.
Boeing also equipped the B-29 with advanced radar equipment and avionics. Depending on the type of mission, a B-29 carried the AN/APQ-13 or AN/APQ-7 Eagle radar system to aid bombing and navigation. These systems were accurate enough to enable relatively accurate bombing through cloud layers that completely obscured the target. The B-29B was equipped with the AN/APG-15B airborne radar gun sighting system mounted in the tail to assist in providing accurate defense against enemy fighters attacking at night. B-29s also routinely carried as many as twenty different types of radios and navigation devices.
The first XB-29 took off at Boeing Field in Seattle on September 21, 1942. By the end of the year the second aircraft was ready for flight. Fourteen service-test YB-29s followed as production began to accelerate. Building this advanced bomber required massive logistics. Boeing built new B-29 plants at Renton, Washington, and Wichita, Kansas, while Bell built a new plant at Marietta, Georgia, and Martin built one in Omaha, Nebraska. Both Curtiss-Wright and the Dodge automobile company vastly expanded their manufacturing capacity to build the bomber's powerful and complex Curtiss-Wright R-3350 turbo supercharged engines. The program required thousands of sub-contractors but with extraordinary effort, it all came together, despite major teething problems. By April 1944, the first operational B-29s of the newly formed 20th Air Force began to touch down on dusty airfields in India. By May, 130 B-29s were operational. In June, 1944, less than two years after the initial flight of the XB-29, the U. S. Army Air Forces (AAF) flew its first B-29 combat mission against targets in Bangkok, Thailand. This mission (longest of the war to date) called for 100 B-29s but only 80 reached the target area. The AAF lost no aircraft to enemy action but bombing results were mediocre. The first bombing mission against the Japanese main islands since Lt. Col. "Jimmy" Doolittle's raid against Tokyo in April 1942, occurred on June 15, again with poor results. This was also the first mission launched from airbases in China.
With the fall of Saipan, Tinian, and Guam in the Mariana Islands chain in August 1944, the AAF acquired airbases that lay several hundred miles closer to mainland Japan. Late in 1944, the AAF moved the XXI Bomber Command, flying B-29s, to the Marianas and the unit began bombing Japan in December. However, they employed high-altitude, precision, bombing tactics that yielded poor results. The high altitude winds were so strong that bombing computers could not compensate and the weather was so poor that rarely was visual target acquisition possible at high altitudes. In March 1945, Major General Curtis E. LeMay ordered the group to abandon these tactics and strike instead at night, from low altitude, using incendiary bombs. These firebombing raids, carried out by hundreds of B-29s, devastated much of Japan's industrial and economic infrastructure. Yet Japan fought on. Late in 1944, AAF leaders selected the Martin assembly line to produce a squadron of B-29s codenamed SILVERPLATE. Martin modified these Superfortresses by removing all gun turrets except for the tail position, removing armor plate, installing Curtiss electric propellers, and modifying the bomb bay to accommodate either the "Fat Man" or "Little Boy" versions of the atomic bomb. The AAF assigned 15 Silverplate ships to the 509th Composite Group commanded by Colonel Paul Tibbets. As the Group Commander, Tibbets had no specific aircraft assigned to him as did the mission pilots. He was entitled to fly any aircraft at any time. He named the B-29 that he flew on 6 August Enola Gay after his mother. In the early morning hours, just prior to the August 6th mission, Tibbets had a young Army Air Forces maintenance man, Private Nelson Miller, paint the name just under the pilot's window.
Enola Gay is a model B-29-45-MO, serial number 44-86292. The AAF accepted this aircraft on June 14, 1945, from the Martin plant at Omaha (Located at what is today Offut AFB near Bellevue), Nebraska. After the war, Army Air Forces crews flew the airplane during the Operation Crossroads atomic test program in the Pacific, although it dropped no nuclear devices during these tests, and then delivered it to Davis-Monthan Army Airfield, Arizona, for storage. Later, the U. S. Air Force flew the bomber to Park Ridge, Illinois, then transferred it to the Smithsonian Institution on July 4, 1949. Although in Smithsonian custody, the aircraft remained stored at Pyote Air Force Base, Texas, between January 1952 and December 1953. The airplane's last flight ended on December 2 when the Enola Gay touched down at Andrews Air Force Base, Maryland. The bomber remained at Andrews in outdoor storage until August 1960. By then, concerned about the bomber deteriorating outdoors, the Smithsonian sent collections staff to disassemble the Superfortress and move it indoors to the Paul E. Garber Facility in Suitland, Maryland.
The staff at Garber began working to preserve and restore Enola Gay in December 1984. This was the largest restoration project ever undertaken at the National Air and Space Museum and the specialists anticipated the work would require from seven to nine years to complete. The project actually lasted nearly two decades and, when completed, had taken approximately 300,000 work-hours to complete. The B-29 is now displayed at the National Air and Space Museum, Steven F. Udvar-Hazy Center.
A Girl And Some Tunes : The Girl Driven By Literature
"Alice in wonderland" Lewis Caroll / "Girl anachronism" The Dresden Dolls Version 2
www.youtube.com/watch?v=sO5APfKnR50
Now here’s the time for bonus pics. Frédérique was really great with this attitude, so i’ve decided to add this second version.
She is a young librarian. Her old teacher gave her a rendez-vous in his mansion. He is feeling his death coming so he wants to see her a last time. But when she arrives, she realizes there is nobody in the place. So she decides to wait for him in his library. Strange things will happen to her…
With this new chapter the « A Girl And Some Tunes » series goes litteraly literary ! This episode mixes girl portraiture, literature and music. Each picture is matched with a specific book and a song.
Stay tuned for the dramatic ending of this chapter !
Model : Frédérique
"Alice au pays des merveilles" Lewis Caroll / "Girl anachronism" The Dresden Dolls Version 2
www.youtube.com/watch?v=sO5APfKnR50
Voici le moment des images bonus ! Frédérique était vraiment super avec cette attitude, alors j’ai décidé d’ajouter cette deuxième version.
Elle est une jeune bibliothécaire. Son ancien professeur lui a donné rendez-vous dans sa demeure. Il sent la mort proche et désire la revoir une dernière fois. Mais à son arrivée, elle réalise qu’elle est seule. Elle décide alors de l’attendre dans la bibliothèque du vieux professeur. Des choses étranges vont se produire…
Avec ce nouveau chapitre la série « A Girl And Some Tunes » devient littéralement littéraire ! Cet épisode mélange portrait féminin, littérature et musique. Chaque photo est associée à un ouvrage spécifique et un morceau.
Revenez la fin dramatique de ce chapitre arrive !
Modèle : Frédérique
Strobe info: Two 580exii, one with an umbrella and one through a 15" softbox. The two strobes were fired with pocketwizards TT5.
Eric Evans gives his keynote on Strategic Design at the DDD eXchange 2009, the worlds 1st dedicated conference on Domain Driven Design
Webcasts at skillsmatter.com/event-details/design-architecture/ddd-ex...
Tweets tagged as #dddexchange
A Girl And Some Tunes : The Girl Driven By Literature
"1984" George Orwell / "I think i'm paranoid" Garbage
www.youtube.com/watch?v=rpRiSb_Ir-s
She is a young librarian. Her old teacher gave her a rendez-vous in his mansion. He is feeling his death coming so he wants to see her a last time. But when she arrives, she realizes there is nobody in the place. So she decides to wait for him in his library. Strange things will happen to her…
With this new chapter the « A Girl And Some Tunes » series goes litteraly literary ! This episode mixes girl portraiture, literature and music. Each picture is matched with a specific book and a song.
Stay tuned there is more pics to come in this new chapter !
Model : Frédérique
Elle est une jeune bibliothécaire. Son ancien professeur lui a donné rendez-vous dans sa demeure. Il sent la mort proche et désire la revoir une dernière fois. Mais à son arrivée, elle réalise qu’elle est seule. Elle décide alors de l’attendre dans la bibliothèque du vieux professeur. Des choses étranges vont se produire…
Avec ce nouveau chapitre la série « A Girl And Some Tunes » devient littéralement littéraire ! Cet épisode mélange portrait féminin, littérature et musique. Chaque photo est associée à un ouvrage spécifique et un morceau.
Revenez, d’autres images sont à venir !
Modèle : Frédérique
Strobe info:
The scene was lit with two 580exii, one with an umbrella and one with a soft box. The two strobes were fired with two pocket wizard TT5.
Paramount were also in association with Moseleys by the lokks of it because ex SMS Xtrav YN59SVV a Volvo B9R / Plaxton Panther C57F is for sale on Moseleys website. Seen at used bus and coach live 12/08/18
LIGHT UP THE NIGHT: The Swans' Lake
School of Interior Design - Toronto, Canada
Theatre School - Toronto, Canada
Sculpture, Light Installation, Large scale motor-driven installation
The Swans Take Back Their Lake. Moving to the strains of Tchaikovsky, swans bedecked in tutus and ballet toe-shoes, glide back and forth on a moonlit lake in front of a fairytale castle. Created as a large-scale motor-driven clockwork 'toy', the movement of the two dimensional swans will be evocative of a merry-go-round. Designed by faculty from the Schools of Interior Design and Theatre, the project will be primarily a student-executed creation.
Design concept by Annick Mitchell (Interior Design faculty) and Sholem Dolgoy (Theatre faculty). Lighting by Sholem Dolgoy; scenic design by Tanit Mendes; tutu design and fabrication by Caroline O'Brien; and mechanical design by Ray Salvera (all Threatre faculty and instructors).
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
A whole bunch more from the Driven Show. Finished my processing today, and delivered them to the clients.
To say that I have driven along the St Olaves to Beccles road a thousand times is probably an exaggeration, but not by much. And yet I have never been tempted to explore the signs to the Waveney River Centre. But a friend here in Dover remarked on the unusual tower at Burgh St. Peter, but more of that later. As on the way there, I suddenly found All Saints beside a crossroads, and with the welcoming signs, I reversed up and parked.
The light rain had begun to fall as I left Bungay, and was set in for the day, as my Dad would have said. So after getting out of the car and grabbing the camera, just time to snap a shot of the church, before I rushed to the porch to try the door.
And as advertised, it was unlocked, and delightful. Even the apparently Victorian screen was several hundred years older than its appearances suggested, and then there is that unusual Chancel Arch, but Simon will explain that.
Best of all, for me, was the wonderful selection of prayer kneelers, several showing recognisable British Butterfly species, including the local rarity, the Swallowtail.
A church to return to on a sunny day.
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This quiet little spot in the middle of the marshland peninsula has a church which is far more interesting than at first it might appear. The compact graveyard is pretty full, a testimony to how busy this area was in the 18th and 19th century. The tower is a chequerboard of flint and brick, typical of the Tudors, and relatively unusual in Norfolk, although the same thing seems to have been begun at neighbouring Burgh. Burgh was never finished, but this one was, probably on the very eve of the Reformation. However, not everything planned here reached completion, as we shall see inside.
At first sight, the interior is entirely Victorianised, but this is not at all the case. For a start, although the colouring on the font has been renewed, it appears to match what is on the shaft.
And the whole piece is not vandalised at all. This may simply be because, judging from its style, it was produced almost immediately before the Reformation. It has the little heads familiar from other fonts in this area, nearby Aldeby for example, but here they have become angels, and the panels are heraldic in style - it takes a second glance to see that one of the panels depicts the Instruments of the Passion, and another a Holy Trinity symbol facing the wall. The font has certainly been moved by the Victorians, so perhaps the instruments were previously less visible.
The screen appears Victorian, but if you look closely you can see that the lace-like tracery is late 15th century. And then, look up. There is a vast chancel arch, but it is partly filled, and beneath it is a small arch into the current chancel, and an even smaller one into the north chancel aisle. what happened here? It appears that the nave was widened by moving the north wall outwards, and the great arch built in preparation for refashioning the chancel and aisle into a new, wider chancel. The south chancel aisle had already been demolished - witness the filled in arcade on the south wall of the chancel. But the new chancel never happened; the Reformation intervened.
Between the chancel and the aisle is a simple little tombchest, probably designed to act as an Easter Sepulchre. It is anonymous, but the Holy Trinity symbol held by an angel matches the one on the font which I believe to be contemporary with the tower, so what we have here may well be the tomb of the donor of the new church. Intriguingly, as DD pointed out, an angel on the other side holds a blank shield - was a set of Instruments of the Passion intended for it?
The survival of the font imagery might be explained by the brass to John London, who died in 1620 a strong Laudian, if his inscription is anything to go by. Unusually in this area, the Londons supported the Crown in the Civil War.
I loved the art nouveau font cover, a tree carved intricately in wood, rather like that in the window of St John the Baptist at nearby Haddiscoe. There is more of this carving up in the chancel, and it is extraordinary. Worth a visit on its own.
Simon Knott, February 2005
www.norfolkchurches.co.uk/wheatacre/wheatacre.htm
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WHETACRE.
Ralph Lord Bainard, for his services, was rewarded with this town, by the Conqueror, on the expulsion of Toret, a thane of King Edward, and was held by Geffrey under the Lord Baynard; it contained, on the Conqueror's grant, 2 carucates of land, 6 villians, 12 borderers with 2 servi, 2 carucates in demean, and 2 among the tenants, &c. 30 acres of meadow, 2 runci, and 11 cows, &c. 160 sheep, &c. and 6 freemen belonging to the lord's fold, and under his protection, held in King Edward's time 18 acres of land, a carucate and a half, with one acre of meadow; and there were 2 churches endowed with 60 acres, and valued at 5s. and the manor was valued at 30s. but at the survey at 50s. it was one leuca long, and half a leuca broad, and paid 16d. gelt. (fn. 1)
Jeffrey, who held it under the Lord Baynard, was a near relation of the Lord Bainard, who held it in capite. Juga, widow of that lord possessed it, and was succeeded by her son Jeffrey. William, his son, taking part with Elias Earl of Maine, in France, and other conspirators against King Henry I. was deprived of his barony of Bainard castle in London, which was granted to Robert, a younger son of Richard Fitz-Gilbert, whose son Walter Fitz-Robert succeeded, and the descendants of Jeffrey abovementioned held it of him; Thomas, son of Robert Bainard, holding it in the reign of Richard I. Robert Baynard had a charter Ao. 12, Edward II. for two fairs and two mercates here.
By an inquisition taken at Norwich, on the death of Robert Baynard, (fn. 2) of Whetacre, on April 16, Ao. 4 Edward III. the jurors find that he died seized of a capital messuage of no value, besides the repairs, a pigeon-house valued at 12d. per ann. 180 acres of arable land valued at 4l. 10s. 6d. per acre, 100 acres of salt marsh at 100s. per ann. 20 of gross wood, without underwood, valued at 2d. per acre, a windmill at 20s. per ann. rents of assize payable at Lady-day, Midsummer, and Michaelmas, 6l. 6s. 4d. copyholders days works between Michaelmas and St. Peter ad vincula 10s. and between that feast and Michaelmas 20s. pleas and perquisites of court 10s. per ann. held of the Lord FitzWalter, and Thomas was his son and heir, aged 26.
This Thomas Bainard sold this lordship, in the 10th of the said King, to Sir Thomas Rosceline, from whom it came (as may be seen at large in Edgfield) to John Lord Willoughby of Eresby, and from them to Richard Bertue, by the heiress, whose son Peregrine, was Lord Willoughby in his mother's right, and presented to the church in 1602.
John Wentworth, Esq. was lord of both manors, and patron of the two churches, September 21, Ao. 16 James I. and Sir John Wentworth was his son and heir.
Matthew Bluck, Esq. one of the six clerks in Chancery, was lord in 1675, and in this family it remained, till conveyed to William Grimston, Esq.
The Lord Bainard had also the grant of another lordship in this town, of which a freeman of Herold the King was deprived, and consisted of 2 carucates of land, 10 villains, 5 borderers, 4 servi 2 carucates in demean, and 2 among the tenants, &c. with 30 acres of meadow; Robert, son of Corbution, (or Corbun,) claimed it, and had livery. Here was pasture for 200 sheep, 2 runci, 7 cows, &c. 6 bee skeps, 7 freemen under commendation belonged to the lord's fold, with 18 acres of land, 2 carucates and an acre of meadow, valued then at 30s. at the survey at 45s.; this came to the Lord Bainard, by an exchange, and Frankus held it of him. (fn. 3)
The ancient family of De Edisfeld or Edgfield, was soon after the Conquest enfeoffed of this lordship, and held it in the reign of Henry II. from whom it came by an heiress, to Sir William de Rosceline, and was held of the Lord Fitz Walter, as in Chatgrave, Edgfield, &c. Sir Thomas Rosceline dying sine prole, it came to the Lords Willoughby, &c. as above.
The tenths were 3l. 10s.— Deducted 10s.—Temporalities of Norwich priory 13s. 4d.
The temporalities of Langley abbey 3l. 5s. 5d. a manor is said to belong to Whetacre.
Here were two churches; one dedicated to St. Peter, a rectory valued at 11 marks, the rector had a manse with 3 acres of land, Peter-pence were, 16d. carvage 4d. ob. This is called Whetacre Burgh.
Rectors.
In 1301, John Baynard, instituted rector, presented by Lady Joan, relict of Sir Robert Baynard.
1304, Thomas Baynard, by ditto.
1316, John Baynard, by Sir Robert Baynard. (fn. 4)
1325, Gerard de Horstede, by ditto; he is called Esquire of the Laby Roscelyne, went in a lay-coloured habit (veste stragulata) and had not the clerical tonsure.
1334 John de La Grene, by Sir Thomas Roscelyn.
1355, Mr. William Graa, by Sir William Synthwait, in right of his wife Joan, late relict of John Lord Willoughby.
1365, William Malebys, by ditto.
1376, Sim. de Kilpesham, by Sir Robert de Willoughby, Lord Eresby.
1379, Mr. Robert de Weston, by William Ufford Earl of Suffolk, Sir Roger Scales, Sir Robert Howard, &c.
1382, John Sayer, by Robert Lord Willughby.
1398, Henry Wodestoke, by ditto.
1398, Robert Coucliff, by ditto.
1401, William Linchewyk, by ditto.
1403, John Burges, by ditto.
1414, Richard Facon, by Robert Lord Willoughby.
1434, William Themilby, by ditto, in right of the manor of Whetacre.
1436, William Castell, by Sir William Tireshit, Richard Yardesburgh, and John Wyles, Esq. feoffees of Robert Lord Willoughby.
1444, Henry Bramerton, by Robert Lord Willoughby.
1465, John Mareys, by Richard de Wells Lord Willughby.
1480, Robert Monger, by Richard Hastings Lord Welles.
1500, William Ward, by ditto.
1501, William Hantensale, by Sir Richard Hastings.
1508, George Washingham, by the Bishop, a lapse.
1536, Richard Hill, by Mary Lady Willoughby, widow.
1545, Andrew Hawes, by Catharine Dutchess of Suffolk, daughter of William Lord Willughby,
1553, Henry Bacon, by Richard Bertier, Esq. of Ormsthorp in Lincolnshire, in right of his wife Catharine.
1555, Robert Ullothornes, by the Bishop, a lapse.
1556, Henry Hill, by the assignees of William Heronden, a trustee of Richard Bertie, Esq. &c.
1602, Edward Stanhawe, by the assignees of Peregrine Lord Willoughby.
1618, Christopher Milne, by Euseb. Paget, clerk.
1659, Henry Watts, by Ann Melling.
Daniel Benton, rector.
1669, Phil. Prime, by Thomas Garneys, Esq.
1713, Thomas Page, by William Grimstone. Esq.
1764, Mr. Samuel Boycot.
The present valor is 7l. 6s. 8d. and is discharged.
The other church is dedicated to All-Saints. John de Bumstede is said to have had an interest in the patronage, but in the beginning of Edward II. the family of Baynard; the rector had then a beautiful manse, and it was valued at 5l. Peter-pence 12d. carvage 4d. ob.
Rectors.
1316, Sim. de Berningham, presented by Sir Robert Baynard.
Sim. Croppe, rector.
1357, William de Merse, by Sir William Synthweit.
1360, John Hoppe, by William Ufford Earl of Suffolk.
1404, John Draper, by William Lord Willougby.
1405, John Goldspring, by ditto.
1409, John Tenalby, by ditto.
1409, Nicholas Tydd, by ditto.
1412, Richard Newman, by Robert Lord Willoughby.
1437, Andrew Dean, by ditto.
1445, John Annotson, by ditto.
1450, William Gilbert, by ditto.
1476, John Mareys, by Rich. Hastings Lord Welles and Willoughby.
1494, John Hoker, by ditto.
1497, Robert Proveyt, L.L. B. by ditto.
1510, John Shilton, by William Lord Willoughby.
1510, Edward Lamson, by ditto.
Nicholas Chamberlin.
1522, Thomas Bingley, by ditto.
1538, John Thuxton.
1539, Nicholas Dade, by ditto.
1440, Roger Gavell, by Charles Duke of Suffolk, and Catharine his Dutchess.
1555, Mr. William Botiler, by the Bishop, a lapse,
1556, Thomas Robinson, by William Herenden, Esq.
1557, Henry Hill, by ditto.
¶1572, Roger Gavel, by Richard Bertie, Esq. in right of Catherine his wife.
1602, Euseb. Paget, by the assigns of Peregrine Bertie; he returned 68 communicants in 1603.
1650, Henry Watts.
1658, John Morris, by Lady Anne Wentworth.
1673, Thomas Lunn.
1675, Phil. Prime, by Matthew Bluck, Esq.
1713, Thomas Page, by William Grimston, Esq.
1715, John Guavas, by ditto.
1758, Mr. Christopher Smear, presented by Lynn Smear, clerk.
The presented valor, is 6l. 6s. 4d. and is discharged.
On a stone, with a brass plate, by the font,
Rob'tus London, arcâ, cum conjuge, sacra; Hac fatum subiens, consepilitur humo. Ambo fælices, numerosâ prole beati, Complent hospitio, pacificiq; dies Illa obt. Junij 1620. Ille Oct. 1627,
There was an ancient family of the Whitacres, who had an interest in a lordship. (fn. 5)
William de Whitacre was found to hold one fee of the barony of Baynard, in this town, in the begining of King Henry the Third's reign.
www.british-history.ac.uk/topographical-hist-norfolk/vol8...
Next Stop, Mecum Auctions. Their catalog did not list estimates. They did not list sold prices online.
2004 Ford Shelby Cobra Concept
SOLD
Engine 6.4L
Trans 6-Speed
Color Tungsten Grey
Interior Blue/Black
HIGHLIGHTS
o Ford Special Project Codename: Daisy
o Built by Ford with full cooperation and participation of Carroll Shelby
o Driven and tested for more than 150 miles by Carroll Shelby at Irwindale Speedway in California
o Carroll Shelby said of Project Daisy, “There are so many things left in the world that I want to do … and building a new Cobra is number one.”
o Chris Theodore, former Ford VP of Product Development, oversaw the design and build of Daisy along with Carroll Shelby and J Mays, GVP Ford Design
Introduced at the 2004 Detroit North American International Auto Show, where it was awarded Best in Show by “Autoweek” magazine
o 1 of 1 fully functioning Project Daisy concept car intended for production
o Prototype engineered welded and bonded space frame, made up of billet aluminum plus castings and extruded aluminum sections sourced from the Ford GT
6.4L/605 HP DOHC 40-valve aluminum V-10 with dry sump lubrication—1 of 4 specialty V-10 engines produced by Ford
o Advanced Powertrain
o Power is transferred through a torque tube to the rear mounted Ricardo 6-speed
o Ford GT manual transaxle
o Currently owned by Chris Theodore, who purchased Daisy in November 2017
o Proceeds of Chris Theodore's purchase were used towards the restoration of the Fair Lane mansion, the home of Henry and Clara Ford
o Restored to running form by Technosports of Livonia, Michigan, assembler of the original Cobra Concept chassis
o Fitted with a new twin-plate clutch, flywheel, wiring harness, spark plugs, mufflers and all fluids
o New output shaft made to original specifications by Livernois Motorsports of Dearborn Heights, Michigan
o Hydraulically operated power hood
o Tungsten Grey Metallic exterior with Silver stripes
o Blue and Black interior with aluminum trim
o Daisy is barely longer than a Mazda Miata, yet thanks to the rear mounted traxsaxle, provides a spacious interior with more legroom than a Ford Crown Victoria
o 2005 Ford GT front and rear suspension, o Power assisted rack-and-pinion steering and Brembo cross-drilled and ventilated disc brakes with 4-piston monoblock calipers
o Includes both original BF Goodrich Racing Slicks (not for road) mounted on BBS Billet show car wheels, and the BBS 3-piece wheels and Goodyear tires fitted during Carroll Shelby's drive at the Irwindale Speedway
o Featured on one hour “Rides” television episode “Codename: Daisy”
o Driven by Jay Leno on “Jay Leno's Garage” Season 6, Episode 1 with Donald Osborn and Chris Theodore
o Hero car driven by Ice Cube in the movie “XXX: State of the Union”
o Appeared at the 2018 Amelia Island Concours d'Elegance
o Shown at the 2018 Concours d'Elegance of America in Plymouth, Michigan
o Subject of the award-winning book, “The Last Shelby Cobra” by Chris Theodore
Letter of Authenticity from Ford Motor Company included
o Build book presented to Ford CEO, Nick Scheele, included
o Ford Shelby Cobra Promotional Brochure included
o Extensive photographs taken during design and development with Carroll Shelby included
o Listed in the Shelby Registry
o Sold with Montana title
o Must be sold to an out of state resident or a licensed dealer
It’s fondly known as “Daisy”—a one-of-one, fully functional concept car—and it’s now slated to cross the Mecum auction block in Monterey this August. When Carroll Shelby and Chris Theodore announced at Pebble Beach in August of 2003 that “Ford and Shelby were joining forces to develop high-performance vehicles,” few knew that a secret project, code-named Daisy, was already underway to design and develop a new Cobra. Intended as a follow-on product to the 2005 Ford GT, Daisy was more than a typical concept car. Built by Ford with the full cooperation and participation of Carroll Shelby, Daisy was developed as a fully functional prototype to establish production feasibility. Working with Carroll Shelby, Chris Theodore, former Ford Vice President of Product Development, and J Mays, Group Vice President of Product Design, oversaw the design and build. The entire design and build process was documented on the one hour “Rides” television episode “Codename: Daisy,” during which Shelby stated, “There are so many things left in the world that I want to do … and building a new Cobra is No. 1.”
The 2004 Shelby Cobra Concept is powered by a 6.4L/605 HP 40-valve aluminum V-10 with dry-sump lubrication. It is one of four experimental engines produced by Ford’s Advanced Powertrain group (the other three remain in Ford’s possession). Power is transferred through a torque tube to the rear-mounted Ricardo 6-speed Ford GT manual transaxle.
The all-aluminum space frame chassis was designed by Ford’s Advanced Product Creation team, utilizing Ford GT extrusions and castings, along with a bespoke billet aluminum front structure. The front and rear independent suspensions are from the Ford GT, tuned specifically for Daisy. Steering is power-assisted rack-and-pinion, and stopping power is provided by Brembo cross-drilled and ventilated discs with four-piston monoblock calipers. The show car was fitted with custom BF Goodrich Racing Slicks (not for road use) mounted on unique seven-spoke BBS billet wheels, and it was fitted with BBS three-piece wheels and Michelin tires for Shelby’s drive at the Irwindale Speedway.
To cope with the stresses of a high-performance car, the body is made of a double-wall fiberglass construction with a foam core for rigidity. The one-piece tilting hood is hydraulically operated to show off the unique engine and chassis. Exterior details include billet aluminum A-pillars, bumperettes with carbon fiber splitters, rockers and rear diffuser.
Thanks to the rear-mounted transaxle, weight distribution is approximately 50/50, and Daisy is barely longer than a Mazda Miata, yet the interior provides more legroom than a Ford Crown Victoria. The bespoke interior is all custom, with a billet aluminum dashboard, headrests and novel interior release handles along with carbon fiber details. The custom leather-covered Sparco seats are made of carbon fiber with four-point Sparco seatbelts.
By December of 2003, Daisy was ready for a photo shoot with Carroll Shelby followed by two days of testing at the Irwindale Speedway in California. During those two days, Shelby put more than 150 miles on Daisy doing high speed runs around the oval, taking journalists for rides, and doing a flurry of donuts on the infield. At the end of day two, he said, “It turned out just beautiful, didn’t it? I’m very happy with the car. At 81 years old, how lucky can you get to be part of a continuation of something that happened 40 years ago? It’s going to be a real ass kicker!” Perhaps Matt Stone of Motor Trend summed it up best; after a test ride with Shelby, Stone noted that it was of little concern to Shelby “that he was driving a multimillion-dollar hand-built prototype, as he stabs the gas and takes the racer’s low line through a long, sweeping corner,” and concluded, “There’s one final reason Ford should—no, must—give us the Cobra: to put the final, iconic punctuation mark on Carroll Shelby’s extraordinary life, with a car that’s worthy of the name.”
The Shelby Cobra Concept was introduced at the 2004 North American International Auto Show in Detroit by Bill Ford and Carroll Shelby to great fanfare. Autoweek magazine awarded Daisy Best-in-Show. The Cobra Concept continued on the auto show circuit for many years and starred as the hero car in the movie “XXX: State of the Union,” driven by Ice Cube.
Although Daisy was intended for production in 2007, the looming “Great Recession” precluded progam approval, making this car one of one and “The Last Shelby Cobra.” To Theodore’s delight, he purchased the Shelby Cobra Concept at a charity auction, with proceeds going towards the restoration of the Fair Lane mansion, the home of Henry and Clara Ford. Ford disabled Daisy for liability purposes, so Theodore took her to the very team that had assembled the chassis: Technosports in Livonia, Michigan. It was restored to running condition by fitting a new transmission output shaft manufactured to original specifications by Livernois Motorsports of Dearborn Heights, Michigan, and it was also fitted with a new twin-plate clutch, flywheel, wiring harness, spark plugs and mufflers, and all fluids were replaced as well. The car was shown at the 2018 Amelia Island Concours d’Elegance and 2018 Concours d’Elegance of America in Plymouth, Michigan. In 2020, it was featured on “Jay Leno’s Garage” Season 6, Episode 1 with Donald Osborn and Chris Theodore. Daisy is also the subject of the award-winning book, “The Last Shelby Cobra, My Times with Carroll Shelby” by Chris Theodore.
Designed and built by Ford in cooperation with Carroll Shelby, racer, team owner, manufacturer and “The most interesting man in the world,” Daisy received Shelby’s signature of approval after his Irwindale test drive. Appropriately, Daisy is now ready for the next chapter in its storied history as it heads for the Mecum auction block this August at Monterey 2021—the site of the Shelby/Ford announcement 18 years earlier. Accompanying Daisy will be a Letter of Authenticity from Ford Motor Company, a detailed Daisy build book presented to Ford COO Nick Sheele, extensive photographs taken during design and development with Carroll Shelby, and a certificate from the Shelby Registry.
- - -
Had a blast with my auto-enthusiast friend and neighbor, Fred, at Monterey Car Week 2021.
Fortune Brainstorm E 2015
SEPTEMBER 28–29, 2015: AUSTIN, TX, USA
Companies worldwide are navigating an epic business revolution driven by new sources of energy, disruptive technologies, and environmental pressures in a world slated to grow to 9 billion people, from 7 billion, by mid-century. The stakes are high, the risks are palpable, and the opportunities massive. In the race to create a more sustainable world, companies are exploring new technologies and inventing new business models. How will these new disruptive technologies—whether they are in solar, fracking, smart grids, self-driving cars, zero-emission buildings or safe chemicals—impact your business?
Fortune Brainstorm E: Where Energy, Technology, and Sustainability Meet will bring together the smartest people we know who are operating at the forefront of this revolution, including CEOs and senior executives, investors, policy makers, environmentalists, and thought leaders. We’ll challenge one another to explore the disruptive technologies and the new business models that will be needed to thrive in this age of rapid change. In two action-packed days, we’ll showcase the people, companies, ideas, and strategies that will bring about the transformational change the business world needs. We’ll gather September 28–29, 2015, in Austin, Texas.
The program will tackle tough questions: How is the energy revolution impacting the American economy and the way American corporations operate? Silicon Valley increasingly is applying new info-tech to our energy, transportation, water, and food systems. How can companies grow revenues and profits while reducing their environmental impact? Can wasteful consumerism be tamed? Will business lead a movement in Washington to fix today’s energy and environmental policies—which manage to be both ineffective and inefficient? If business is to help solve the world’s biggest environmental problems, and do so profitably, corporate executives, environmentalists, and politicians will need to innovate and collaborate, think big and act boldly.
Brainstorm E builds upon the distinguished legacy of Brainstorm GREEN, long the premier conference on business, sustainability, and green investing. It’s the optimal place to deliver fresh thinking, actionable solutions, and unparalleled opportunities to build top-level relationships.
Photograph by Stuart Isett/Fortune Brainstorm E
To say that I have driven along the St Olaves to Beccles road a thousand times is probably an exaggeration, but not by much. And yet I have never been tempted to explore the signs to the Waveney River Centre. But a friend here in Dover remarked on the unusual tower at Burgh St. Peter, but more of that later. As on the way there, I suddenly found All Saints beside a crossroads, and with the welcoming signs, I reversed up and parked.
The light rain had begun to fall as I left Bungay, and was set in for the day, as my Dad would have said. So after getting out of the car and grabbing the camera, just time to snap a shot of the church, before I rushed to the porch to try the door.
And as advertised, it was unlocked, and delightful. Even the apparently Victorian screen was several hundred years older than its appearances suggested, and then there is that unusual Chancel Arch, but Simon will explain that.
Best of all, for me, was the wonderful selection of prayer kneelers, several showing recognisable British Butterfly species, including the local rarity, the Swallowtail.
A church to return to on a sunny day.
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This quiet little spot in the middle of the marshland peninsula has a church which is far more interesting than at first it might appear. The compact graveyard is pretty full, a testimony to how busy this area was in the 18th and 19th century. The tower is a chequerboard of flint and brick, typical of the Tudors, and relatively unusual in Norfolk, although the same thing seems to have been begun at neighbouring Burgh. Burgh was never finished, but this one was, probably on the very eve of the Reformation. However, not everything planned here reached completion, as we shall see inside.
At first sight, the interior is entirely Victorianised, but this is not at all the case. For a start, although the colouring on the font has been renewed, it appears to match what is on the shaft.
And the whole piece is not vandalised at all. This may simply be because, judging from its style, it was produced almost immediately before the Reformation. It has the little heads familiar from other fonts in this area, nearby Aldeby for example, but here they have become angels, and the panels are heraldic in style - it takes a second glance to see that one of the panels depicts the Instruments of the Passion, and another a Holy Trinity symbol facing the wall. The font has certainly been moved by the Victorians, so perhaps the instruments were previously less visible.
The screen appears Victorian, but if you look closely you can see that the lace-like tracery is late 15th century. And then, look up. There is a vast chancel arch, but it is partly filled, and beneath it is a small arch into the current chancel, and an even smaller one into the north chancel aisle. what happened here? It appears that the nave was widened by moving the north wall outwards, and the great arch built in preparation for refashioning the chancel and aisle into a new, wider chancel. The south chancel aisle had already been demolished - witness the filled in arcade on the south wall of the chancel. But the new chancel never happened; the Reformation intervened.
Between the chancel and the aisle is a simple little tombchest, probably designed to act as an Easter Sepulchre. It is anonymous, but the Holy Trinity symbol held by an angel matches the one on the font which I believe to be contemporary with the tower, so what we have here may well be the tomb of the donor of the new church. Intriguingly, as DD pointed out, an angel on the other side holds a blank shield - was a set of Instruments of the Passion intended for it?
The survival of the font imagery might be explained by the brass to John London, who died in 1620 a strong Laudian, if his inscription is anything to go by. Unusually in this area, the Londons supported the Crown in the Civil War.
I loved the art nouveau font cover, a tree carved intricately in wood, rather like that in the window of St John the Baptist at nearby Haddiscoe. There is more of this carving up in the chancel, and it is extraordinary. Worth a visit on its own.
Simon Knott, February 2005
www.norfolkchurches.co.uk/wheatacre/wheatacre.htm
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WHETACRE.
Ralph Lord Bainard, for his services, was rewarded with this town, by the Conqueror, on the expulsion of Toret, a thane of King Edward, and was held by Geffrey under the Lord Baynard; it contained, on the Conqueror's grant, 2 carucates of land, 6 villians, 12 borderers with 2 servi, 2 carucates in demean, and 2 among the tenants, &c. 30 acres of meadow, 2 runci, and 11 cows, &c. 160 sheep, &c. and 6 freemen belonging to the lord's fold, and under his protection, held in King Edward's time 18 acres of land, a carucate and a half, with one acre of meadow; and there were 2 churches endowed with 60 acres, and valued at 5s. and the manor was valued at 30s. but at the survey at 50s. it was one leuca long, and half a leuca broad, and paid 16d. gelt. (fn. 1)
Jeffrey, who held it under the Lord Baynard, was a near relation of the Lord Bainard, who held it in capite. Juga, widow of that lord possessed it, and was succeeded by her son Jeffrey. William, his son, taking part with Elias Earl of Maine, in France, and other conspirators against King Henry I. was deprived of his barony of Bainard castle in London, which was granted to Robert, a younger son of Richard Fitz-Gilbert, whose son Walter Fitz-Robert succeeded, and the descendants of Jeffrey abovementioned held it of him; Thomas, son of Robert Bainard, holding it in the reign of Richard I. Robert Baynard had a charter Ao. 12, Edward II. for two fairs and two mercates here.
By an inquisition taken at Norwich, on the death of Robert Baynard, (fn. 2) of Whetacre, on April 16, Ao. 4 Edward III. the jurors find that he died seized of a capital messuage of no value, besides the repairs, a pigeon-house valued at 12d. per ann. 180 acres of arable land valued at 4l. 10s. 6d. per acre, 100 acres of salt marsh at 100s. per ann. 20 of gross wood, without underwood, valued at 2d. per acre, a windmill at 20s. per ann. rents of assize payable at Lady-day, Midsummer, and Michaelmas, 6l. 6s. 4d. copyholders days works between Michaelmas and St. Peter ad vincula 10s. and between that feast and Michaelmas 20s. pleas and perquisites of court 10s. per ann. held of the Lord FitzWalter, and Thomas was his son and heir, aged 26.
This Thomas Bainard sold this lordship, in the 10th of the said King, to Sir Thomas Rosceline, from whom it came (as may be seen at large in Edgfield) to John Lord Willoughby of Eresby, and from them to Richard Bertue, by the heiress, whose son Peregrine, was Lord Willoughby in his mother's right, and presented to the church in 1602.
John Wentworth, Esq. was lord of both manors, and patron of the two churches, September 21, Ao. 16 James I. and Sir John Wentworth was his son and heir.
Matthew Bluck, Esq. one of the six clerks in Chancery, was lord in 1675, and in this family it remained, till conveyed to William Grimston, Esq.
The Lord Bainard had also the grant of another lordship in this town, of which a freeman of Herold the King was deprived, and consisted of 2 carucates of land, 10 villains, 5 borderers, 4 servi 2 carucates in demean, and 2 among the tenants, &c. with 30 acres of meadow; Robert, son of Corbution, (or Corbun,) claimed it, and had livery. Here was pasture for 200 sheep, 2 runci, 7 cows, &c. 6 bee skeps, 7 freemen under commendation belonged to the lord's fold, with 18 acres of land, 2 carucates and an acre of meadow, valued then at 30s. at the survey at 45s.; this came to the Lord Bainard, by an exchange, and Frankus held it of him. (fn. 3)
The ancient family of De Edisfeld or Edgfield, was soon after the Conquest enfeoffed of this lordship, and held it in the reign of Henry II. from whom it came by an heiress, to Sir William de Rosceline, and was held of the Lord Fitz Walter, as in Chatgrave, Edgfield, &c. Sir Thomas Rosceline dying sine prole, it came to the Lords Willoughby, &c. as above.
The tenths were 3l. 10s.— Deducted 10s.—Temporalities of Norwich priory 13s. 4d.
The temporalities of Langley abbey 3l. 5s. 5d. a manor is said to belong to Whetacre.
Here were two churches; one dedicated to St. Peter, a rectory valued at 11 marks, the rector had a manse with 3 acres of land, Peter-pence were, 16d. carvage 4d. ob. This is called Whetacre Burgh.
Rectors.
In 1301, John Baynard, instituted rector, presented by Lady Joan, relict of Sir Robert Baynard.
1304, Thomas Baynard, by ditto.
1316, John Baynard, by Sir Robert Baynard. (fn. 4)
1325, Gerard de Horstede, by ditto; he is called Esquire of the Laby Roscelyne, went in a lay-coloured habit (veste stragulata) and had not the clerical tonsure.
1334 John de La Grene, by Sir Thomas Roscelyn.
1355, Mr. William Graa, by Sir William Synthwait, in right of his wife Joan, late relict of John Lord Willoughby.
1365, William Malebys, by ditto.
1376, Sim. de Kilpesham, by Sir Robert de Willoughby, Lord Eresby.
1379, Mr. Robert de Weston, by William Ufford Earl of Suffolk, Sir Roger Scales, Sir Robert Howard, &c.
1382, John Sayer, by Robert Lord Willughby.
1398, Henry Wodestoke, by ditto.
1398, Robert Coucliff, by ditto.
1401, William Linchewyk, by ditto.
1403, John Burges, by ditto.
1414, Richard Facon, by Robert Lord Willoughby.
1434, William Themilby, by ditto, in right of the manor of Whetacre.
1436, William Castell, by Sir William Tireshit, Richard Yardesburgh, and John Wyles, Esq. feoffees of Robert Lord Willoughby.
1444, Henry Bramerton, by Robert Lord Willoughby.
1465, John Mareys, by Richard de Wells Lord Willughby.
1480, Robert Monger, by Richard Hastings Lord Welles.
1500, William Ward, by ditto.
1501, William Hantensale, by Sir Richard Hastings.
1508, George Washingham, by the Bishop, a lapse.
1536, Richard Hill, by Mary Lady Willoughby, widow.
1545, Andrew Hawes, by Catharine Dutchess of Suffolk, daughter of William Lord Willughby,
1553, Henry Bacon, by Richard Bertier, Esq. of Ormsthorp in Lincolnshire, in right of his wife Catharine.
1555, Robert Ullothornes, by the Bishop, a lapse.
1556, Henry Hill, by the assignees of William Heronden, a trustee of Richard Bertie, Esq. &c.
1602, Edward Stanhawe, by the assignees of Peregrine Lord Willoughby.
1618, Christopher Milne, by Euseb. Paget, clerk.
1659, Henry Watts, by Ann Melling.
Daniel Benton, rector.
1669, Phil. Prime, by Thomas Garneys, Esq.
1713, Thomas Page, by William Grimstone. Esq.
1764, Mr. Samuel Boycot.
The present valor is 7l. 6s. 8d. and is discharged.
The other church is dedicated to All-Saints. John de Bumstede is said to have had an interest in the patronage, but in the beginning of Edward II. the family of Baynard; the rector had then a beautiful manse, and it was valued at 5l. Peter-pence 12d. carvage 4d. ob.
Rectors.
1316, Sim. de Berningham, presented by Sir Robert Baynard.
Sim. Croppe, rector.
1357, William de Merse, by Sir William Synthweit.
1360, John Hoppe, by William Ufford Earl of Suffolk.
1404, John Draper, by William Lord Willougby.
1405, John Goldspring, by ditto.
1409, John Tenalby, by ditto.
1409, Nicholas Tydd, by ditto.
1412, Richard Newman, by Robert Lord Willoughby.
1437, Andrew Dean, by ditto.
1445, John Annotson, by ditto.
1450, William Gilbert, by ditto.
1476, John Mareys, by Rich. Hastings Lord Welles and Willoughby.
1494, John Hoker, by ditto.
1497, Robert Proveyt, L.L. B. by ditto.
1510, John Shilton, by William Lord Willoughby.
1510, Edward Lamson, by ditto.
Nicholas Chamberlin.
1522, Thomas Bingley, by ditto.
1538, John Thuxton.
1539, Nicholas Dade, by ditto.
1440, Roger Gavell, by Charles Duke of Suffolk, and Catharine his Dutchess.
1555, Mr. William Botiler, by the Bishop, a lapse,
1556, Thomas Robinson, by William Herenden, Esq.
1557, Henry Hill, by ditto.
¶1572, Roger Gavel, by Richard Bertie, Esq. in right of Catherine his wife.
1602, Euseb. Paget, by the assigns of Peregrine Bertie; he returned 68 communicants in 1603.
1650, Henry Watts.
1658, John Morris, by Lady Anne Wentworth.
1673, Thomas Lunn.
1675, Phil. Prime, by Matthew Bluck, Esq.
1713, Thomas Page, by William Grimston, Esq.
1715, John Guavas, by ditto.
1758, Mr. Christopher Smear, presented by Lynn Smear, clerk.
The presented valor, is 6l. 6s. 4d. and is discharged.
On a stone, with a brass plate, by the font,
Rob'tus London, arcâ, cum conjuge, sacra; Hac fatum subiens, consepilitur humo. Ambo fælices, numerosâ prole beati, Complent hospitio, pacificiq; dies Illa obt. Junij 1620. Ille Oct. 1627,
There was an ancient family of the Whitacres, who had an interest in a lordship. (fn. 5)
William de Whitacre was found to hold one fee of the barony of Baynard, in this town, in the begining of King Henry the Third's reign.
www.british-history.ac.uk/topographical-hist-norfolk/vol8...
DAVOS/SWITZERLAND, 25JAN14 - Carlos Ghosn (L), Chairman and Chief Executive Officer, Renault-Nissan Alliance, France; World Economic Forum Foundation Board Member listens to a statement of Christine Lagarde (R), Managing Director, International Monetary Fund (IMF), Washington DC; World Economic Forum Foundation Board Member reflects during the session 'Gender-driven Growth' at the Annual Meeting 2014 of the World Economic Forum at the congress centre in Davos, January 25, 2014.
WORLD ECONOMIC FORUM/swiss-image.ch/Photo Remy Steinegger
It's quite hard to post those photos. Bullfighting is very long traditional event in Spain but people like me from outside of Spain might think it's brutal. For me it's more like documenting what I saw not I liked it so much. I think it should be forbidden.
From a technical point of view it has three parts called “tercios” or “suertes”: sticks, barbed darts and finally the matador’s stick with a red flag attached to it. The president of the fight, which includes six fights lasting 20 minutes each.
When the bull enters and during the first part, the matador in his traditional costume raises the red and gold flag. He makes sweeping motions with the cape and helpers both on foot and on horseback drive their lances into the bull, gauging the liveliness and characteristics of their opponent.
During the second part of the fight three pairs of darts are driven into the bull’s neck. In the final and the most distressing part of the fight the bullfighter becomes a killer.
This is the most dangerous part where he attracts the injured animal towards him. At the last moment he must kill the beast with a single thrust of his sword.
"For one week a year, thousands of locals and tourists gather, and pay to witness the a ritual which is advertised as glorious and entertaining (for the benefit of pompously dressed up males with questionable skills in avoiding collision with a big animal) but is in fact nothing short of gorry, gruesome and truly sad. Old and sick bulls are chosen to be killed in those rituals, and they are being weakened for weeks before the "fight".
They put laxatives in their food and heavy sandbags on their backs. They are often beaten. They file their horns down to the tender quick and they drug them. Prior to the Running, electric prods and sharp sticks are used to rile the bulls in a frenzy. Petroleum jelly is put in their eyes to blind them. Wet newspaper is stuffed in their ears and their vocal cords are cut to prevent the audience to hear their cries. Lances are driven into the bulls' neck muscles so they can't lift their heads. By the time the matador appears the bulls are weak from blood loss and disoriented from being chased in circles.
When the "fight" finally begins, the bull is already on the verge of collapsing, held only by his last instinct of survival. All dignity is stripped down from him and he is confused, desperate and suffering. Then, in the ring, the toreador slaughters the bull by stabbing the bull repeatedly in the spine. The bull's death is slow and not just ugly, it's petrifying and maddening. Often he wears long blankets to hide their entrails, which spill out when they are gorged and disemboweled."
This belt-driven, overhead cam engine (also available in a twin) was superbly engineered, but quite heavy and not practical for competitive flying. The power output was relatively low and could be increased with re-profiled cams, different plugs, and the addition of piston rings. Unlike its competitors the Jupiter was entirely machined from bar stock with no castings used. The lack of performance and added expense of machining from billet probably created a lack of sales.
See More Gasparin Engines at: www.flickr.com/photos/15794235@N06/sets/72157634737433127/
See Our Model Engine Collection at: www.flickr.com/photos/15794235@N06/sets/72157602933346098/
Courtesy of Paul and Paula Knapp
Miniature Engineering Museum
Destination Escape Driven by Ford at Bonnaroo Music Festival held June 7-10, 2012 in Manchester, Tennessee - Bonnaro Festival crowd photos - © 2012 David Oppenheimer - Performance Impressions Concert Photography Archives
True Directional Concave Design
Available In: Mica Grey with Machined Face / Metallic Silver with Machined Face
Here is the wheel driven turntable I designed in action. It will be used to power the swing carousel.
I am sure you can find many uses for this in other designs!
Watch the design video here -> www.youtube.com/watch?v=7d9nHaVQXb4
Facebook Page www.facebook.com/AwesomeLegoDad/
Children attending school in Barangay Katipunan. Many families from the barangay are recipients of the Conditional Cash Transfer (4Ps) program of the Philippines. Several small infrastructure in the barangay were also funded by the Kalahi-CIDSS progam.
Read more on:
Governance and Public Management
Social Development and Poverty
Social Protection Support Project (Additional Financing)
Theresa Irene Wolowski waving hello from The General Lee a 1969 Muscle car from the Chrysler Corporation driven by cousins Bo and Luke Duke in the television series The Dukes of Hazzard which is on display at the Ben “Cooter” Jones, Cooter’s Place Dukes of Hazzard Museum and shop in the city of Gatlinburg, Tennessee USA
Tennessee is a U.S. state located in the Southeastern United States of America.
Tennessee known as the Volunteer State, has many symbols.
The tulip poplar was designated as the official state tree of Tennessee
Tennessee has two state flowers. The Purple Passionflower (Passiflora incarnata) is the state's wildflower and the iris is the state's cultivated flower.
Tennessee has played a critical role in the development of many forms of American popular music, including rock and roll, blues, country music, and rockabilly.
Tennessee has nine official state songs
1. My Homeland, Tennessee, by Nell Grayson Taylor (words) and Roy Lamont Smith (music)
2. When It's Iris Time in Tennessee, by Willa Waid Newman
3. My Tennessee, by Frances Hannah Tranum, is the state's official public school song
4. Tennessee Waltz, by Redd Stewart and Pee Wee King
5. Rocky Top, by Felice and Boudleaux Bryant
6. Tennessee, by Vivian Rorie
7. The Pride of Tennessee, by Fred Congdon, Thomas Vaughn and Carol Elliot
8. Smoky Mountain Rain, a song written by Kye Fleming and Dennis Morgan that became a hit for Ronnie Milsap, was added to the list of state songs
9. Tennessee, written by John R. Bean of Knoxville
For more information about visiting Tennessee
Tennessee trip:
After breakfast, we will travel into the state of Tennessee to take a ride on the Lookout Mountain Incline Railway into Great Smoky Mountains National Park. In the evening, we will travel to Pigeon Forge, TN to the famous dinner show, Dolly Parton's Dixie Stampede, where we will enjoy some real southern cuisine.
Great Smoky Mountains, TN
Great Smoky Mountains Park This 520,000-acre park on the eastern border of Tennessee is a United States National Park and UNESCO World Heritage. It is the most-visited national park in the United States, and is renown for the beauty of its landscapes.
Ober Gatlinburg Aerial Tramway The Tramway takes 120 passengers 2.1 miles up the Great Smoky Mountains. Large windows offer magnificent views of the area. At night, passengers can see the lighted visages of Gatlinburg and Pigeon Forge as well as the nearby parkway.
Pigeon Forge, TN
Dolly Parton's Dixie Stampede This Wild-West-Revue-type performance features animals such as pigs, horses, and chickens and is punctuated by a riding competition. The show starts an hour before dinner, with a musical act on the "Carriage Room" before guests are escorted into the arena.
In the morning, we will make our way to Chattanooga, TN and Lookout Mountain to see the Ruby Falls and Rock City. We will also take the Lookout Mountain Incline Railway.
Chattanooga, TN
Ruby Falls The Ruby Falls are a naturally-occurring underground waterfall in the appropriately-named Ruby Falls Caverns not far from Chattanooga, Tennessee. They are located underneath Lookout Mountain and are adjacent to the Lookout Mountain Caverns, although not connected.
Lookout Mountain Incline Railway The Incline Railway traces its history to 1895, when the a railway called "The Incline" opened to cart passengers to and from the peak of Lookout Mountain. It bills itself as one of the steepest railways worldwide.
Lookout Mountain This historic hilltop on the southern border of Tennessee has a colorful history as a place of importance during wartime. Most notably, it was the centerpiece of the Battle of Lookout Mountain during the American Civil War.
4-Day Tennessee, Smoky Mountain Tour from New York/New Jersey Tour Code: 272-227
Take Tours bus trip
Visit eight states:
New York - drive through with tour guide
New Jersey - drive through with tour guide
Pennsylvania - Welcome Center visit
Maryland - drive through with tour guide
West Virginia - Welcome Center visit
Virginia - USA
Tennessee - USA
Georgia - USA
For more info on 4-Day Tennessee, Smoky Mountain Tour from New York/New Jersey trip visit:
www.taketours.com/new-york-ny/4-day-tennessee-smoky-mount...
For more information on Take Tours visit:
Hashtag metadata tag
#Tennessee #Ten #Tenn #Tennessean #Chattanooga #Nashville #Memphis #South #Southern #TheSouth #TheSouthHasRisen #Country #Music #CountryMusic #VolunteerState #USState #state #states #US #USA #UnitedStates #UnitedStatesofAmerica #America #American
Photo
Tennessee, United States of America, North America
June 13th 2014
A mint and very rare condition gold Napoleonic era verge chain driven fusee pair-case pocket watch by William Holes of Stroud, fully serviced, overhauled and keeping good verge time. The watch with the rare feature of a pretty poly-chrome enamel dial, recently restored in fabulous condition, showing Napoleon as three emperors of France, King of Holland and also of Naples. The watch has been fully serviced and overhauled by my watch maker, and is keeping good verge time. The watch comes from a private collection where it has clearly been looked after. Watches from this period with the fire-gilding to the watch movement and cases in such bright condition are very uncommon.
The dial with the rare three emperors feature, seldom seen and in fine condition.
1) Emperor of the French was the title used by the House of Bonaparte starting when Napoleon Bonaparte was given the title of Emperor on 18 May 1804 by the French Senate and was crowned emperor of the French on 2 December 1804 at the cathedral of Notre-Dame de Paris, in Paris, with the Crown of Napoleon.
The title emphasized that the emperor ruled over "the French people" (the nation) and not over France (the republic). The old formula of "King of France" indicated that the king owned France as a personal possession. The new term indicated a constitutional monarchy. The title was purposefully created to preserve the appearance of the French Republic and to show that after the French Revolution, the feudal system was abandoned and a nation state was created, with equal citizens as the subjects of their emperor.
The title of "Emperor of the French" was supposed to demonstrate that Napoleon's coronation was not a restoration of monarchy, but an introduction of a new political system: the French Empire. Napoleon's reign lasted until 22 June 1815, when he was defeated at the Battle of Waterloo, exiled and imprisoned on the island of Saint Helena, where he died on 5 May 1821. His reign was interrupted by the Bourbon Restoration of 1814 and his own exile to Elba, from where he escaped less than a year later to reclaim the throne, reigning as Emperor for another 94 days before his defeat and final exile.
2) In 1806, Napoleon established the Kingdom of Holland in place of the Batavian Republic, appointing Louis as the new king. Napoleon had intended for Holland to be little more than a puppet state, but Louis was determined to be as independent as possible, and in fact became quite popular amongst his new people. Growing tired of his brother's wilfulness, Napoleon re-annexed Holland into the French Empire in 1810. Louis fled into exile in Austria, where he spent the rest of his life. His son Louis-Napoléon established the Second French Empire, taking the throne as Napoleon III.
3) The Kingdom of Naples (Italian: Regno di Napoli) was a French client state in southern Italy created in 1806 when the Bourbon Ferdinand IV & VII of Naples and Sicily sided with the Third Coalition against Napoleon and was in return ousted from his kingdom by a French invasion. Joseph Bonaparte, elder brother of Napoleon I, was installed in his stead and when Joseph became King of Spain in 1808, Napoleon appointed his brother-in-law Joachim Murat to take his place. Murat was later deposed by the Congress of Vienna in 1815 after striking at Austria in the Neapolitan War, in which he was decisively defeated at the Battle of Tolentino.
This is a beautifully made English key-wound man's verge pocket watch, dating from ca. 1807.The watch is in full working order and comes complete with a key for winding and presentation box. The buy it now price is a clear reflection of the incredible rarity, stunning condition and long-term investment for this watch. Mint watches in this condition, can only rise in value, given the limited supply of such items. We are a Platinium eBay Power-Seller, so please bid with confidence.
THE DIAL: 100% mint, the poly-chrome enamel dial with black Roman numerals in stunning condition. Finely made gold spade hands. The bullseye glass in very fine condition. Diameter is 49 mm.
The dial showing Napoleon Emperor or King of three countries, France, Naples and Holland, with a map of Europe, in vibrant royal purple and red colours.
THE MOVEMENT: 100% mint, with richly gilded full plate in wonderful condition. The well engraved and carved rococo style balance cock and large foot in superb condition with brass gilded bouchon to the balance cock foot with beautifully engraved roccocco design. The back plate with further gilded decoration and finely made Tompion time regulator plate with finely pierced and decorated additional plate and do note the fabulous hand pointing to the time regulator plate. The watch signed, William Hiles of Stroud, number 1389. The watch is keywind, comes with a key and is ticking very strongly indeed and movement size is 41 mm diameter.
The movement with ballustar pillars. Polished steel movement bolt with its original blued steel ornate screw. Pierced gilded fusee stop work with iron hinge. The movement with several high quality features. These consist of the fusee ratchet on the outside of the fusee, the third wheel is positioned at the top of the movement and the mainspring setup is under the dial and a highly decorative and carved case spring. The screws are original, and the gilding is still bright and fresh.
THE CASE: 100% mint, the 18k gold outer case measures 57 mm outside diameter. The matching inner case measures 48 mm and with a few fine patination marks as shown. The five knuckle square outer case hinge is excellent with the case closing tight and like-wise the inner case hinge also closes tight. The inner case with London hall-marks clearly visible, with case maker mark of "WL". The pendant and d-shaped bow, in good condition, the case button in good order. The surface is complete and in very fine and bright condition. The cases of heavy gauge and a good weight and feel in the pocket.
This is a very fine period antique in simply stunning condition, which is a very rare collectable item or a possible investment for the future or of course a fine gift for a birthday, anniversary, wedding etc.
TERMS AND CONDITIONS:
Please note, the magnified electronic images show detail much greater than would be visible with the naked eye. Any dark areas or marks on highly polished surfaces are almost certainly reflections from the camera or lighting equipment. If there are any marks or dents of any note, these will be mentioned in the description. All of our watches have been fully cleaned and serviced by a professional watch-maker unless not stated on the auction and the time-keeping carefully checked. We are happy to give a 3 month warranty on this work, which is thoroughly checked, and all watches are also given a 24 hour check prior to being shipped.
GUARANTEE & RETURN POLICY:
If any item received is not as described, please email us and return it, and we will repair it and return it to you free of charge. The only exception to this, is if the watch has been misused or damaged. Please note that we do not accept 3rd part watch makers repairs or invoices. In the unlikely event that you are dissatisfied with any watch you have purchased, please do not hesitate to contact us and every effort will be made to ensure that any problems are resolved to your satisfaction. If there has been an error or the item is not as described then we will offer a full refund, provided that the item is returned to me, undamaged and in the condition that it was sent out.
Got to work with the Media Group for the Driven show in Winnipeg yesterday. As you can see, I was very lucky and got to work with a host of talented young models.
I also got a chance to test out my new portable hot shoe soft boxes, which I must admit work very, very well for a couple 50 dollar ebay items.
I risked life and limb to get this photo. I've driven past this dilapidated structure for years. I've even tried to photograph it before, but I've never been happy with the results. Early one morning, driving home from Casa Rookstak, I approached it and saw that the light was perfect. The "golden hour" sun was up and the shadows were still long. I stopped in the middle of the road, right after a 4-way stop and fired off a dozen or so exposures with my PowerShot S95. I adjusted the exposure and framing until I got what I liked. While I was working, an irate looking man in a giant pickup truck passed me and gave me a withering look. Also, a Saab station wagon stopped behind me and refused to pass, but kept creeping forward in the most passive aggressive manner.
Yeah, I'm basically "that guy" holding up traffic to take a picture, but I finally got the photo I wanted.