The only Jaguar XJ220 in the world that lived up to its name, being fitted with a stunning V12 engine and making it the world's fastest production car. However, costs, setbacks, a recession or two and a myriad of other problems resulted in the dream becoming a nightmare, and the match of styling and power made in heaven being turned quickly into a BDSM session in hell!

 

The proposal for the Jaguar XJ220 seemed to come right out of nowhere. In 1986 the company was sold to Ford after ownership under British Leyland, and was producing a selection of strange luxury motors including the XJS and the XJ, which, although were very good and highly luxury machines, weren't exactly setting the world on fire.

 

But racing had been put forward to the company before, and racing team owner Tom Walkinshaw encouraged Jaguar to put one of their XJS's into the 1981 European Touring Car Championship, in which they succeeded in winning the competition in 1984. Jaguar had started to provide factory support to racing team Group 44 Racing, who were using the Jaguar-engined XJR-5 in the IMSA GT Championship, supplying V12 engines from 1983 onwards and supporting a Le Mans entry in 1984. Tom Walkinshaw and Jaguar agreed to entering the FIA Group C World Sportscar Championship and developed the XJR-6, which was powered by the Jaguar V12 engine; the car was launched during the 1985 season.

 

TWR took over the IMSA GT Championship operation in 1988 and one model – Jaguar XJR-9 – was launched to compete in both series. The XJR-9, which retained the Jaguar V12 engine, went on to win the 1988 24 Hours of Le Mans and World Sportscar Championship in the same year. The poor fuel consumption of the Jaguar V12 combined with new rules restricting refuelling during races forced the replacement of the V12 engine in the XJR-9s successors, the XJR-10 and XJR-11. The normally-aspirated Austin Rover V64V engine, designed for the MG Metro 6R4 had recently been made redundant thanks to the Group B rally ban in 1987, and the design rights were for sale. The compact, lightweight and fuel efficient nature of the small-displacement, turbocharged engine was investigated by TWR, who considered it an ideal basis for a new engine to power the XJR-10 and purchased the design rights from Austin Rover Group.

 

Jaguar and their Director of Engineering, Jim Randle, felt these racing cars were too far removed from the product available to the general public, especially with the rule changes that mandated the replacement of the Jaguar V12 engine in the forthcoming XJR-10 and XJR-11 racing cars. Therefore a project was initiated to design and build a car capable of winning Le Mans "in house", just as the Jaguar C-Type and D-Type had done. The groundwork for the project was undertaken by Randle over Christmas 1987, when he produced a 1:4 scale cardboard model of a potential Group B racing car.

 

The cardboard model was taken into the Jaguar styling studio and two mock-ups were produced. One was said to be reminiscent of the Porsche 956, the other took elements of the then current Jaguar XJ41 project and Malcolm Sayer's work on the stillborn Jaguar XJ13 racing car.

 

The project still had no official support, leaving Randle no option but to put together a team of volunteers to work evenings and weekends in their own time. The team came to be known as "The Saturday Club", and consisted of twelve volunteers. To justify the resources consumed by the project, the XJ220 needed to provide meaningful data to the engineers on handling, aerodynamics, particularly at high speeds, and aluminium structures. These requirements, together with FIA racing regulations and various government regulations governing car design and safety influenced the overall design and engineering direction of the car.

 

The FIA Group B regulations steered the concept towards a mid-engine, four-wheel drive layout, with a Jaguar V12 engine as the power source. The concept car was designed and built at very little cost to Jaguar, as Randle called in favours from component suppliers and engineering companies he and Jaguar had worked with in the past. In return he offered public recognition for their assistance and dangled the possibility of future contracts from Jaguar.

 

The name XJ220 was chosen as a continuation of the naming of the Jaguar XK120, which referred to the top speed of the model in miles per hour. The concept car had a targeted top speed of 220 mph so became the XJ220. The XK120, like the XJ220, was an aluminium-bodied sports car, and when launched was the fastest production car in the world.

 

Jaguar and engine designer Walter Hassan had previously created a 48-valve variant of their V12 engine specifically for motorsport use. It featured a double overhead camshaft layout with four valves per cylinder, compared with the single overhead camshaft and two valves per cylinder of the production engine, which was used in the Jaguar XJ and Jaguar XJS models at the time.

 

TWR and Cosworth had manufactured a number of these racing V12 engines during the 1980s and they had been raced competitively, with a 7-litre version of this engine featuring in the Le Mans winning Silk Cut Jaguar XJR-9. Five of these engines still existed, all of which were fitted with dry sump lubrication. These engines were chosen and considered to be especially useful as the dry sump would lower the vehicle's centre of gravity. The displacement of the V12 was set at 6.2L for the XJ220.

 

Jaguar had little experience with four-wheel drive systems at the time, having previously only produced rear-wheel drive cars. Randle approached Tony Rolt's company, FF Developments to design the transmission and four-wheel drive system for the XJ220, with Rolt's son Stuart running the project. Tony Rolt was the Technical Director of Ferguson Research, where he was heavily involved in the design of the four-wheel drive system used in the Jensen FF, the first sports car to be fitted with such a transmission. Tony Rolt also had a long involvement with Jaguar, winning the 1953 24 Hours of Le Mans with the factory works team driving the Jaguar C-Type.

 

The mid-engine complicated the design of the four-wheel drive system, and an innovative solution was needed to get drive from the rear of the engine to the front wheels. The chosen design took the front-wheel drive from the central differential on the rear transaxle and sent it through the V in the centre of the engine using a quill drive, before joining an inverted differential. The clutch was a twin-plate unit designed by AP Racing.

 

The design brief for the exterior restricted the use of aerodynamic aids, and aimed for a stylish yet functional body similar to the Jaguar D-Type. Drag and lift were limited at the envisioned ground clearance for road use, but the design allowed for additional downforce when the car was set up for racing; the body produced around 3,000 lb of downforce at 200 mph. The design was also intended to have a variable rear wing that folded into the bodywork at lower speeds. Aerodynamic work was undertaken at the Motor Industry Research Association wind tunnel using a 1:4 scale model, as the project was unable to budget for a full-scale mock-up.

 

The bodywork for the concept car displayed in 1988 was hand built from aluminium by Park Sheet Metal, a specialist automotive engineering company that manufactures concept cars and low-volume, niche models for various manufacturers, including Bentley. QCR Coatings undertook final painting of the bodyshell in silver. The concept also featured electrically operated scissor doors and a transparent engine cover to show off the V12 engine.

 

The concept car had a Connolly Leather-trimmed interior produced by Callow & Maddox, and was fitted with front and rear heated windscreens, electric windows, air conditioning, heated electrically adjustable seats with an Alpine Electronics CD player. The dashboard was supplied by Veglia.

 

The concept car was completed in the early hours of 18 October 1988, the day it was due to be unveiled at the British International Motor Show, being held at the National Exhibition Centre, Birmingham.

 

Jaguar's marketing department had allocated space on their stand at the motor show for the XJ220, but had not seen the vehicle until its arrival. Jaguar chairman John Egan and Roger Putnam, who was in charge of Jaguar's racing activities, were shown the vehicle the week before the motor show and signed off on the concept, allowing its unveiling. The car received an overwhelmingly positive reception by public and press, and a number of wealthy Jaguar enthusiasts handed over blank cheques to secure a purchase option should the XJ220 concept go into production. Ferrari displayed their F40 model at the same event; an estimated 90,000 additional visitors came to see the Jaguar and Ferrari cars.

 

The XJ220 was not initially intended to be a production car, but, following the reception of the concept and financial interest from serious buyers, a feasibility study was carried out by teams from TWR and Jaguar. Its conclusion was that such a car would be technically feasible, and that it would be financially viable. The announcement of a limited production run of 220 to 350 cars came on 20 December 1989. The list price on 1 January 1990 was £290,000 exclusive of value added tax, options and delivery charges, but by 1992 that had increased considerably owing to indexation of contracts. The offer was four times oversubscribed, and deposits of £50,000 exclusive of Value Added Tax (VAT) were taken from around 1400 customers; first deliveries were planned for mid-1992.

 

What Jaguar didn't reckon on was that the 1990's were going to get off to a very bad start, with a good old fashioned recession to usher in the new decade. This, combined with the various downgrades that would have to follow to make the car road legal, would result in the Jaguar XJ220 giving the company and the customers headaches in more ways than one.

 

In 1991, the company constructed a new £4 million factory at Wykham Mill, Bloxham, for the single purpose of building the XJ220, the plant being opened by the late Princess Diana. But, in order to comply with a variety of road legislation, engineering requirements resulted in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12 engine by a turbocharged V6 engine.This downgraded engine made that desirable rocket car more run-of-the-mill, and many pulled back their deposits.

 

At the same time the economy collapsed and when the first production cars left the factory in 1992, many of the original potential buyers who had put down their hefty deposits found that they couldn't afford it, and wanted their money back. Many of them cited the fact that the four wheel drive, V12 had been downgraded to a two wheel drive, V6, and thus they weren't getting what they paid for. The result was that Jaguar went so far as to take their customers to court, and forced them to buy a car they no longer wanted, the problem being exacerbated by the fact that in 1993, the McLaren F1 took the title of world's fastest production car, was available with the V12 and all things it promised, and was much smaller and more manageable than the bulky XJ220.

 

A total of just 275 cars were produced by the time production ended, 22 of their LHD models never being sold, each with a retail price of £470,000 in 1992, probably one of the biggest automotive flops in motoring history, right up there with the DeLorean and the Edsel. But this would later be advantageous for many, as this pedigree 'worlds-fastest-car' machine would go in later years for a much lower price. £150,000 mind you, but it's a lot better buying the one's that weren't sold at this reduced price, than at the initial asking price back in 1992. Therefore buyers were able to procure themselves a first-hand XJ220, for half the price, a representative saving of nearly £250,000.

 

Today the XJ220's are rare beasts indeed, rarely coming out to play due largely to their expensive upkeep, heavy fuel consumption and sheer size. But keep your eyes open in some of the more affluent neighbourhoods, be they Dubai, Beverley Hills, or the South of France, and chances are you'll be able to find one.

The trail around the Ubehebe Crater are long and provide spectacular 360° views. Once you climb the rather steep hill, the trail becomes a reasonably easy hike. It does narrow down to only a foot wide at some places, but still manageable.

 

Death Valley National Park, California

 

D401 7R308901

Working on moving this project beyond the daydream stage and maybe into actual brick form.

 

flic.kr/p/BkiuPm

 

This is a large scale project, possibly bigger than our roundhouse project from last year. And so it will be quite expensive. These 4 plans are options for scaling back this layout to make it more manageable to build.

 

On area that will be very hard to compromise on is length. In the 8 wide scale PennLUG normally builds at, a 9 to 10 car passenger train is pretty long. The red, yellow, and blue line represents a full passenger train. The Red being a locomotive of average length, 96 studs. A single steam engine would be shorter, a two locomotive diesel or steam set would be longer. The blue and yellow represents our average length passenger cars, 64 studs, in a ten car train. With one of the goals of this stain being to have a place to park our passenger trains when not running, we can only cut down the layout length so far before storing longer trains becomes impractical.

 

Option 1 is the original plan proposed. I would love to do this, but it is likely to much to tackle.

 

Option 2 shortens the layout length as much as practical, and eliminates most of the landscaping around the station.

 

Option 3 removes the trolley line at the station front entrance.

 

Option 4 removes everything but the station, platforms and track.

I can not emphasise how amazed I still am by this doll. I just spent SO many nights absolutely being frustrated by her and hated how difficult she was to work on in terms of sculpt and colour.

 

But I’m just so utterly amazed, I finally was able to *work* with her sculpt, and I can really appreciate her gorgeous cheekbones and her strong jaw and nose.

 

I ended up cutting her ultra long hair to just under her butt so it’ll be manageable but otherwise I’m happy I took the plunge to recustomize her.

IDP's from Tikrit and Ramadi.

The refugee flow to the wealthy continent of Europe is just the tip of the iceberg. It's a minor crisis compared to the real refugee crisis hitting Iraq and Iraqi Kurdistan, where resources are not so plenty as in Europe. Belgium is not overwhelmed by a flood of refugees like Kurdistan. Many internal Iraqi refugees from areas which have been taken by IS flee to the Kurdish region in northern Iraq. Most refugees remain in the region, and within the sphere of influence of the conflicts of yesterday, today and tomorrow. Browse through these photos by photographer Baram Maaruf and you might get a better understanding of the scope of the "crisis" in Europe: limited and perfectly manageable. It's a not a "refugee crisis", but a crisis of "political will".

 

ARBAT IDP CAMP

Arbat Internally Displaced Persons (IDP) Camp is located outside the city of Sulaymaniyah in Iraq's Kurdistan Region. It is one of the most overcrowded refugee camps in Iraq. The camp was supposed to house 800 displaced Iraqi families, but now there are more than 2000 families (23.000 people). In each tent there are several families. It was established for Syrian refugees as a transit camp, but it turned into a camp for internally displaced Iraqi refugees. As the crisis in Iraq enters its second year with no political or military solution in sight, the government and aid groups are being forced to seek longer-term humanitarian solutions for the more than three million displaced by violence across the country.

 

ASHTI CAMP

It’s a short drive to a new camp location just five km away: Ashti Camp. UNHCR and its partners began to move residents to better-equipped facilities in June 2015. Ashti camp, was recently completed and will eventually accommodate some 1000 families who will be moved from Arbat Internally Displaced Persons (IDP) camp. They are displaced Iraqis sheltering in Iraq's Kurdistan Region. It looks like the foundation of a new village. Instead of pitched upon packed earth, tents here rest on poured concrete foundations. Plumbing is underground and electric wiring runs along poles that neatly follow the camp's grid layout.

 

ARBAT PERMANENT CAMP

The third refugee camp is a permanent camp for 6000 Syrian refugees, mainly Kurds from Kobani and Qamishlo. It looks like a village with paved roads, electricity wires, shops, little brick houses. Even though the whole “village” looks miserable, it is much “better” compared to Arbat Internally Displaced Persons (IDP) camp.

Out of all the couples from this line, these two are definitely one of my favorites behind The Beast & Belle, and Aladdin & Jasmine. Their costumes are very high quality, and is quite sturdy, despite the small holes left from the T tags, bands and strings holding them to the box. They each have high quality hair as well! Mulans is a touch more softer and silky though. Li Shangs is still very soft and manageable, but feels just a bit more thicker. They each came with a "Little Brother" which is really strange, since Mulan really should have come with Kri-kee, but whatever. Li Shang came with a plastic staff that is sturdy and somewhat bendable, so it doesn't break when he's holding it. Overall, these two are amazing dolls, and if you ever get the chance in getting these dolls, do so!

A group of us descended on the Severn Valley Railway 40’s event on Saturday. A days travelling and then the Big Band Show in the evening. A fabulous day, the weather held, it was warm but just about manageable in the uniform. We bumped into old friends and performers , Kitten Von Mew and The Ronnies, fabulous as usual. Too many photos to chose from so hard luck, you’ve got several to look at.

The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.[3] The vehicle was based on a design produced for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti. The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, in Coventry. As was typical for cars of this era, the bodywork was fitted onto a separate structural chassis, but for the Spitfire, which was designed as an open top or convertible sports car from the outset, the X-frame chassis was reinforced for additional rigidity by the use of structural components within the bodywork. The Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models. Factory-manufactured hard-tops were also available.Models

 

Five Spitfire models were sold during the production run:

Model name Engine Year Number built

Triumph Spitfire 4 (Mark I) 1147 cc inline 4 Oct 1962 – Dec 1964 45,753[1]

Triumph Spitfire 4 Mark II 1147 cc inline 4 Dec 1964 – Jan 1967 37,409[1]

Triumph Spitfire Mark III 1296 cc inline 4 Jan 1967– Dec 1970 65,320[1]

Triumph Spitfire Mark IV 1296 cc inline 4 Nov 1970 – Dec 1974 70,021[1]

Triumph Spitfire 1500 1493 cc inline 4 Dec 1974 – Aug 1980 95,829[1]

Origins

 

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market that had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/A35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanicals from their small saloon, the Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

 

Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivalled access to the engine. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization that funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Spitfire 4 or Mark I (1962-1964)

Triumph Spitfire 4 (Mark I)

Triumph Spitfire (Ottawa British Car Show '10).jpg

Overview

Production 1962–1964

45,753 made

Powertrain

Engine 1,147 cc (1.1 l) I4

Transmission 4-speed manual with optional overdrive on top and third from 1963 onwards

Dimensions

Curb weight 1,568 lb (711 kg) (unladen U.K.-spec)

 

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanicals were basically stock Herald with the notable addition of front disc brakes. The engine was an 1,147 cc (1.1 l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. Known fixes for this include things like camber compensators (essentially a single leaf spring suspended beneath the vertical links), or simply achieving more negative camber to the rear wheels can help the handling become more manageable. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

 

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4",[1] not to be confused with the later Spitfire Mark IV.

 

In UK specification the in-line four produced 63 bhp (47 kW) at 5750 rpm, and 67 lb·ft (91 N·m)of torque at 3500 rpm. This gave a top speed of 92 mph (148 km/h), and would achieve 0 to 60 mph (97 km/h) in 15.5 seconds. Average fuel consumption was 31mpg.[1]

 

For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising.[3] Wire wheels and a hard top were also available.[3]

 

An all monocoque construction derivative of the Spitfire with, pop-up headlamps, named the Triumph Fury was proposed with a prototype being built.

Spitfire Mark II (1965-1967)

Triumph Spitfire Mark II

1965TriumphSpitfire.jpg

Overview

Production 1965–1967

37,409 made

Powertrain

Engine 1,147 cc (1.1 l) I4

Transmission 4-speed manual with optional overdrive on top and third

Dimensions

Curb weight 1,568 lb (711 kg)(unladen U.K.spec)

 

In March 1965 the Spitfire Mark II was launched. It was very similar to the Mark I but featured a more highly tuned engine, through a revised camshaft design, a water-cooled intake manifold, and tubular exhaust manifold, increasing the power to 67 bhp (50 kW) at 6000 rpm.[1] The coil-spring design clutch of the Mark I was replaced with a Borg and Beck diaphragm spring clutch.(North American model still received the coil-spring clutch housing, and were also equipped with AC-Delco distributors) The exterior trim was modified with a new grille and badges. The interior trim was improved with redesigned seats and by covering most of the exposed surfaces with rubber cloth. The original moulded rubber floor coverings were replaced with moulded carpets.[1]

 

It was introduced at a base price of £550, compared to the Sprite's £505 and the Midget's £515.[1] Top speed was claimed to be 96 mph (154 km/h) and its 0–60 mph time of 15.0 seconds was considered "lively".[1] The factory claimed that at highway speeds (70 mph (110 km/h)) the car achieved 38.1 miles per imperial gallon (7.41 L/100 km; 31.7 mpg-US).[1]

Spitfire Mark III (1967-1970)

Triumph Spitfire Mark III

1968 Triumph Spitfire Mk III.jpg

Overview

Production 1967–1970

65,320 made

Powertrain

Engine 1,296 cc (1.3 l) I4

Transmission 4-speed manual with optional overdrive on top and third

Dimensions

Curb weight 1,568 lb (711 kg)(unladen U.K.spec)

 

The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, as well as the front coil springs being slightly raised, which made the car sometimes look a little out of proportion. Although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate); the interior was improved again with a wood-veneer instrument surround and a smaller 15 inch wire spoked steering wheel. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mark III range, the instrument cluster was still centre-mounted (as in the Mark I and Mark II) so as to reduce parts bin counts (and thereby production costs) for right-hand and left-hand drive versions.

 

The 1147 cc engine was replaced with a bored-out 1296 cc unit (the bore increasing from 69.3 mm (2.73 in) to 73.7 mm (2.90 in), stroke retained at 76 mm (3.0 in)), as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. A new quieter exhaust gave a sweet distinct note and reduced cabin noise. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW), and 75 lb·ft (102 N·m) of torque at 4000 rpm, and made the Mark III a comparatively quick car by the standards of the day.[citation needed] Popular options continued to include wire wheels, a hard top and a Laycock de Normanville overdrive, and far more relaxed and economical cruising at high speeds. The Mark III was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 13.6 seconds,[1] and reaching a top speed of 95 mph (153 km/h). Average fuel consumption was improved slightly at 33mpg.[1] The Mark III actually continued production into 1971, well after the Mark IV was introduced.[1]

 

On 8 February 1968, Standard-Triumph General Manager George Turnbull personally drove the 100,000th Triumph Spitfire off the end of the Canley production line.[4] More than 75 per cent of the total production had been exported outside the UK, including 45 per cent to the USA and 25 per cent to mainland European markets.[4]

 

Starting in 1969, however, US-bound models had to be changed to comply with new safety/emission regulations; models produced after 1969 are sometimes referred to as "federal" Spitfires. The changes being a reduced compression ratio to 8.5:1, a less aggressive camshaft, and a positive crankcase breather valve resulted in a slight decrease in power (68 bhp) and 73 ft/lbs of torque. Thankfully, the 0-60 time of 14.3 seconds was still faster than the previous Mark II. The instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Also the wood dash was replaced with a matte black finish.

 

Then, in the Mk.III's final production year (1970), the separate "TRIUMPH" letters on the front of the bonnet were replaced with an RAF style "Spitfire" badge (U.S. market only - U.K. models had a plain badge without the RAF roundel) that rested in the right corner (car opposing point of view) of the bonnet. This year also received a zip up rear window, full wheel hubcaps, black radiator grille, key-in-ignition buzzer, and a new black spoked steering wheel. Some markets also got a single Stromberg carburettor. At the rear the two separate reversing lights were replaced by a single light in a central fitting which also held the number plate lights.

Spitfire Mark IV (1970-1974)

Triumph Spitfire Mark IV

Triumph Spitfire MkIV in Morges 2012 - 2.jpg

Triumph Spitfire Mark IV

Overview

Production 1970–1974

70,021 made

Powertrain

Engine 1,296 cc (1.3 l) I4

Transmission 4-speed manual with optional overdrive on top and third

Dimensions

Curb weight 1,717 lb (779 kg)(unladen UK spec)

 

The Mark IV brought the most comprehensive changes to the Spitfire. It featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced with wood in 1973.

 

The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalize production with the TR6 2.5 litre engines, which somewhat decreased its "revvy" nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer than the Mark III. Peak power was reduced to 63 bhp (47 kW) at 6000 rpm, and the peak torque was now 69 lb·ft (94 N·m) at 3500 rpm.[1] With the overall weight also increasing to 1,717 lb (779 kg) the performance dropped as a consequence, 0 to 60 mph (97 km/h) now being achieved in 15.9 seconds and the top speed reducing to 90 mph (140 km/h).[1] The overall fuel economy also dipped to 32mpg.[1] The gearbox gained synchromesh on its bottom gear.

 

An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen.

 

By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit.

 

The Mark IV went on sale in the UK at the end of 1970 with a base price of £735.[1]

Spitfire 1500 (1974-1980)

Triumph Spitfire 1500 USA

1980 Triumph Spitfire 1500 Front.jpg

Overview

Production 1979–1980

Bumper normally black

Triumph Spitfire 1500

1980 Triumph Spitfire 1500 Heritage Motor Centre, Gaydon.jpg

Overview

Production 1974–1981

95,829 made

Powertrain

Engine 1,493 cc (1.5 l) I4

Transmission 4-speed manual with optional overdrive on top and third

Dimensions

Curb weight 1,750 lb (790 kg)(unladen U.K.-spec)

 

In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500. Although in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm (3.44 in), which made it much more drivable in traffic.[1] The reason for the engine problems was the continued use of three main bearings for the crankshaft.[citation needed]

 

While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel,[1] and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp (40 kW) with a decent 0–60 time of 15.4 seconds.[5] The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production.

 

In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models,[1] led to the most powerful variant to date. The 1500 Spitfire now produced 71 bhp (53 kW) at 5500 rpm, and produced 82 lb·ft (111 N·m) of torque at 3000 rpm.[1] Top speed was now at the magical 100 mph (160 km/h) mark, and 0 to 60 mph (97 km/h) was reached in 13.2 seconds.[1] Fuel economy was reduced to 29mpg.[1]

 

Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average. This put the Spitfire head and shoulders over its competition in handling.

 

The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers.

 

Detail improvements continued to be made throughout the life of the Mark IV, and included reclining seats with "chequered brushed nylon centre panels" and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches.[6] Also added for the model's final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones.[6] Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available.

 

The 1980 model was the last and the heaviest of the entire run, weighing 1,875 lb (850.5 kg).[1] Base prices for the 1980 model year were $5,995 in the US and £3,631 in the UK.[1] The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed. It was never sold and is now displayed at the British Motor Heritage museum at Gaydon.

My Smith and Wesson 686 38 Special/ 357 Magnum loaded at the firing line and ready for RSO inspection.

It has a 6” barrel. I was thrilled a few years ago when I found red round rubber mats at Ikea.

 

Taken from Ammo.com:

The .357 Magnum – the first and most popular handgun magnum caliber – is a rimmed centerfire cartridge that has proven itself through more than 85 years of use by law enforcement and shooting enthusiasts throughout the United States and beyond.

 

Also referred to as the .357 S&W Magnum or the 9x33mmR, .357 Mag ammo features a .357 inch (9.1mm) diameter bullet in a casing that measures 1.29 inches in length. Together, the total length of the .357 Mag cartridge measures 1.59 inches. It’s loaded to a maximum pressure of 35,000 psi and has an average velocity of 1,090 feet per second (fps).

 

Today, .357 Magnum ammo is one of the world’s most popular high-velocity handgun cartridges. It offers shooters a flat trajectory, deep penetration, and superior knockdown power, making it effective for police forces, hunters, and target shooters.

 

Development of the .357 Magnum Bullet

 

According to Cartridges of the World, the .357 Magnum cartridge was developed in 1935, as an improvement to the .38 Special. It resulted from of a collaboration between the legendary Elmer Keith, gun writer Phil Sharpe, D.B. Wesson of Smith & Wesson, and Winchester firearms.

 

The need for a stronger handgun cartridge arose after World War I, when law enforcement needed ammunition that could penetrate vehicles and the newly emerging ballistic vests. Bootlegging was rampant during this time period, as was gangster activity, and police needed an efficient and effective way to fight against them.

 

The .38 Special, which was the common caliber carried by law enforcement and special forces at the time, was powerful, but barely reached the necessary velocity of 1,000 fps that was needed to get through vests and car doors.

 

The idea to elaborate on the .38 Special cartridge came from Keith, who was an avid gun enthusiast, loading experimenter, and handgun hunter. He’d been loading .38 Special ammo to a higher pressure and was involved in the creation of revolvers like the Smith & Wesson .38-44 Outdoorsman. These were heavy-framed .44 caliber frames, bored for the .38 Special.

 

These strong frames could withstand more power and pressure than those designed for the standard .38 Special and could handle the bigger bang. Based on this idea, the team started with the .38 and set out to make something bigger and better.

 

Design of the .357 Magnum

 

The final rendition of S&W and Winchester’s .357 Magnum bullets took the .38 Special casing and extended it by one-eighth. They kept the same .357 diameter bullet (the actual bullet size of the .38 Special) and packed a little more powder at a slightly higher pressure into the 357 shells.

 

This casing extension didn’t just give its creators more space for powder, it also made the .357 rounds impossible to fit into firearms chambered for the .38 Special, which most likely couldn’t withstand the power of firing the bullet.

 

The first cartridge held a 158 grain (gr) bullet and shot the semi-wadcutter load at over 1,500 fps out of a larger N-frame revolver with a 8 ⅜ inch barrel. To further test the .357 Magnum rounds and firearm, which would eventually become the S&W Model 27, Wesson took the revolver and ammo on a big game hunt in Wyoming during the fall of 1935. Proving the effectiveness of the cartridge, Wesson harvested antelope, moose, elk, and even a grizzly bear with the new firearm and cartridge.

 

The .357 Magnum revolver went into production and the first one to leave the factory with the serial number one, was given to J. Edgar Hoover. After its release, the .357 Mag spent 20 years with the title of the world’s most powerful handgun cartridge.

 

Uses for the .357 Magnum

 

After its initial production, the .357 Magnum proved itself a worthwhile cartridge. U.S. military personnel used this caliber from World War II through Vietnam. General George S. Patton, one particularly famous .357 Magnum shooter, carried two revolvers, one an ivory handled (not pearl) S&W .357 Magnum and the other an ivory handled single action .45 Long Colt.

 

For years, revolvers chambered for the .357 Magnum sat on the hips of police officers, security guards, and some of the U.S.’s special forces. Even today, decades after classic revolvers were replaced with semi-automatic pistols, short barreled .357 Mag revolvers still offer backup support to those who protect and serve.

 

The .357 Mag cartridge also become popular for hunting, silhouette shooting, and self defense, both against human perpetrators and dangerous game (if in the area of the largest predators, such as grizzlies, many suggest opting for a magnum cartridge of a larger caliber, such as the .44 Magnum, .41 Magnum, or .500 S&W, but with practice and accuracy, a .357 Mag can help).

 

Due to its aforementioned versatility, the .357 Magnum provides a full range of applications and offers just about everything a handgun owner needs for target shooting, protection, and hunting. Because of this, if someone wants to only own one firearm, many recommend it be a .357 Magnum revolver.

 

The .357 Magnum Revolver

 

Since its conception, a plethora of revolvers have been built to accommodate the .357 Magnum cartridge and a high demand for these firearms remains today. Not only do all major ammunition manufacturers produce .357 Magnum ammo, but all major firearms manufacturers also produce a weapon for this common caliber.

 

Over the last two to three decades, revolvers – as a whole – have fallen in popularity when compared to semi-automatics. Yet many would argue that revolvers are not only a viable option for most handgun needs, but they’re also better suited than semi-automatics.

 

Revolvers tend to be more resilient than semi-automatics and can often withstand rain, snow, sand, and neglect. They’re reliable firearms, less finicky than magazine-fed pistols and much less likely to misfire. And with fewer components and moving parts, revolvers are easier to clean and maintenance.

 

Combine these benefits with the power, trajectory, and accuracy of .357 Magnum ammunition, and it becomes evident why this cartridge and the firearms chambered for it are an American favorite.

 

Here are some of the most popular and best performing .357 Magnum revolvers made since the cartridge first hit the market.

 

Smith & Wesson Model 27: Smith & Wesson’s first revolver chambered for the .357 Mag would eventually become known as the Model 27. Designed on the N-frame, this classic piece features a six-shot wheel, four-inch barrel, and carbon steel frame with a blue finish.

 

Colt Python: Often referred to as one of the finest made revolvers in history, the Colt Python was marketed as a premium-grade on its release in 1955, and is still considered a premium firearm today. This iconic six-shot revolver is ergonomic and accurate, and came in multiple barrel lengths. Since Colt ceased production of the Python, the price of these .357 Mag revolvers have soared.

 

Smith & Wesson Model 19: Called the “answer to policemen's prayers,” the S&W Model 19 is a double action, six-shot wheelgun that started being produced in the 1950s. Designed on a K-frame, the Model 19 was lighter and more ergonomic than the Model 27, and S&W offered it in multiple sized barrels – from two and one-half to six inches. First called the Combat Magnum, the Model 19 was so popular, the revolver remained in production for 45 years (S&W ceased its manufacturing in 1999).

 

Ruger Blackhawk: The Ruger Blackhawk was first released in 1955, and this popular .357 Magnum revolver is still in production today. With a six-shot cylinder, this cowboy-style revolver is extremely customizable and affordable. Today, Ruger claims it as the most-advanced single action wheelgun ever made.

 

Taurus Model 608: For those who are looking for more than a six-shooter, the Taurus Model 608 is a .357 Magnum revolver with an eight-round cylinder and six and one-half inch barrel. This firearm features amazing accuracy, reduced muzzle flip, and the Taurus Security System that makes the revolver unable to fire without its key.

 

Chiappa Rhino 40DS: Modern and unconventional looking, the Chiappa Rhino 40DS features a four-inch barrel and options for both single and double action firing. This .357 Magnum revolver’s unique design and low bore axis give its shooter less recoil and muzzle flip. Combined with its adjustable fiber optic sites, it is the 21st-century’s revolver.

 

Charter Arms Mag Pug: For those looking for a .357 Magnum revolver for a concealed carry weapon, the Charter Arms Mag Pug provides a big bang in a little package. With a five-shot cylinder and just over a two-inch barrel, this compact .357 Mag wheelgun is truly compact. Made from stainless steel, it still features a full-sized grip, allowing its shooter comfort and control.

 

Ruger GP100 Match Champion: Competition shooters can find a favorite with the Ruger GP100 Match Champion. This .357 Magnum revolver is known for its simplicity and strength. WIth a triple-locking contoured six-shot cylinder, this revolver has competitive-level accuracy and fiber optic sites.

 

.357 Magnum Ammo Types

 

The .357 Magnum cartridge comes in a variety of types for different needs and goals. Some of the most common include:

 

Full metal jacket (FMJ): FMJ ammo features a lead bullet jacketed in a harder metal to help the bullet hold its shape.

Jacketed hollow point (JHP): JHP bullets feature a hollow point within the lead that causes the bullet to expand on impact.

Total metal jacket (TMJ): The TMJ bullet limits lead exposure, as the bullet is completely encased in a harder metal (where the FMJ has some exposed lead at the bottom of the bullet, inside the casing).

Soft point (SP): SP ammo uses a softer lead, which causes a slower expansion and deeper penetration. These cartridges are often used in handgun hunting.

Shooting a .38 Special vs. 357 Mag

 

Because the .357 Magnum and the .38 Special have the same size bullet and casing diameter, a handgun chambered to shoot a .357 Magnum cartridge can shoot a .38 Special. Yet a gun chambered for the .38 Special can’t shoot a .357 Magnum (and most won’t accept the .357 Mag, as it’s too long).

 

Using .38 Special ammo in a .357 Magnum revolver can bring a range of benefits. With less powder and pressure, the .38 Special cartridge reduces recoil and muzzle flip, making it easier to handle, especially for small-framed shooters or those with limited experience. The .38 Special rounds also tend to be less expensive than the more powerful 357 rounds, which may mean shooters practice more regularly.

 

Are There .357 Magnum Semi-Autos and Rifles?

 

The .357 Magnum is mostly found in revolvers, however, other firearm are chambered to this caliber. Marlin, Henry, and others have manufactured lever action rifles for the .357 Magnum, and Ruger introduced a bolt action rifle chambered for the cartridge as well.

 

Israeli Military Industries and Coonan have made semi-automatic pistols that fire the .357 Magnum, but these magazine-fed pistols haven’t gained in popularity for a few reasons. Due to the size of the cartridge, these pistols have a rather large grip that’s uncomfortable for many shooters. What’s more, the development of the 10mm resolved the need for a bigger, more powerful semi-auto round.

 

Although the .357 Magnum is now less popular among law enforcement agencies due to the advantages in performance and capacity offered by semi-automatic pistols, it’s still a valid hunting, self-defense, and plinking caliber. And with a wide range of .357 Magnum ammunition made by popular ammo companies like Hornady, Federal, and Magtech – all of which offer competitive 357 Magnum ammo prices – this cartridge is by no means obsolete. It’s versatile and can be shot in many firearms, ensuring that the first Magnum will continue to be one of the most popular on the market.

 

FAQ

 

What is 357 Magnum ammo?

 

When discussing ammo, .357 Magnum refers to a rimmed centerfire cartridge that is one of the most popular high-velocity handgun cartridges in the world. It was the first magnum caliber manufactured and has been used for over 85 years in law enforcement and for self defense, hunters, target shooters, and backyard plinkers.

 

What is the best .357 Magnum ammo?

 

The best .357 Mag ammo depends on the shooter’s specific needs. For range shooting, many opt for a full metal jacket (FMJ) round. These cartridges can be purchased in bulk, which makes them some of the cheapest .357 ammo available. For those interested in self defense, law enforcement, or even hunting, many recommend jacketed hollow points (JHP), which expand on impact, creating more stopping power and reducing the risk of overpenetration. Reputable brands that manufacture .357 Mag ammo include Hornady, Fiocchi, and Federal, among others.

 

What is the difference between 357 SIG and 357 Magnum ammo?

 

The .357 SIG was designed to mimic the .357 Mag stopping power and velocity and make it available in a magazine-fed, semi-automatic pistol, as the .357 Mag is considered a revolver round. The .357 Mag bullet is .002 inch longer in diameter than the SIG and when it comes to projectiles of the same weight and type, the Mag has slightly better performance. For instance, with a 125 grain FMJ bullet, the .357 Mag reaches a velocity of 1,450 fps and an energy force of 583 ft·lbs, while the .357 SIG reaches a velocity of 1,350 fps and a force of 506 ft·lbs.

 

What ammo is best for self-defense - 357 Magnum or 38 Special?

 

When it comes to self defense, both the .357 Mag and the .38 Special have plenty of benefits. These calibers share the same projectile diameter and .38 Special rounds can even be fired out of revolvers made for the .357 Mag. While that may make the Magnum the choice for many, the .38 Special does have benefits. The round is easier to handle, with less recoil and muzzle lift, making it a great option for female shooters, seniors, and those new to carrying concealed. Another benefit of the .38 Special is that the firearms chambered for the .38 Special are smaller and easier to conceal, as well as more manageable to fire then the .357 Mag.

 

Which is bigger - 9mm or 357 Magnum ammo?

 

When comparing the two ammunitions, the .357 Magnum is larger than the 9mm Parabellum. The .357 has a projectile with a slightly larger diameter than the 9mm (.357 inch vs .355 inch in the 9mm) and the overall total cartridge length is also bigger (1.59 inch vs. 1.169 inch). The .357 Mag reaches a higher velocity and has significantly more muzzle energy.

 

Which is more powerful - 357 Magnum or 45 ACP ammo?

 

The .357 Magnum is a more powerful round than the .45 ACP. The Magnum cartridge has an average velocity of 1,450 feet per second (fps), while the .45 Auto reaches an average velocity of 960 fps. The .357 Mag also reaches higher muzzle energy than the .45: 583 ft·lbs for the Magnum and 471 for the ACP.

 

357 Magnum Ballistics: Chart of Average 357 Magnum Ballistics

 

When it comes to ballistics, .357 Magnum ammo has some significant stats. It has double the velocity and three times the energy of the standard .38 Special cartridge. It also features a flat trajectory, deep penetration, and strong knockdown power.

 

According to ballistic specialists Ed Sanow and Evan Marshall, most factory jacketed hollow point (JHP) cartridges with a 125 gr bullet have 96 percent one-shot stops.

 

Note: This information comes from the manufacturer and is for informational purposes only. The actual ballistics obtained with your firearm can vary considerably from the advertised ballistics. Also, ballistics can vary from lot to lot with the same brand and type load.

 

357 Magnum Bullet WEIGHT

Muzzle VELOCITY (fps)

Muzzle ENERGY (ft. lbs.)

Mid-Range TRAJECTORY (in.)

Barrel Length (in.)

105 Grain

1650

n/a

n/a

n/a

385

n/a

n/a

n/a

n/a

110 Grain

1295

 

1095

975

410

290

230

0.8

3.5

4-V

125 Grain Medium Velocity

1220

1075

985

415

315

270

0.8

3.7

4-V

125 Grain JHP

1409

n/a

n/a

551

n/a

n/a

n/a

n/a

n/a

125 Grain

1450

1240

1090

585

425

330

0.6

2.8

4-V

125 Grain

1500

1312

1163

624

478

376

n/a

n/a

8"

125 Grain JHP

1600

n/a

n/a

771

n/a

n/a

n/a

n/a

n/a

140 Grain Multi-Ball

1155

830

665

420

215

135

1.2

6.4

4-V

140 Grain

1360

1195

1075

575

445

360

0.7

3

4-V

140 Grain FlexTip

1440

1274

1143

644

504

406

n/a

n/a

n/a

145 Grain

1290

1155

1060

535

430

360

0.8

3.5

4-V

150 Grain

1235

1105

1015

535

430

360

0.8

3.5

4-V

158 Grain

1235

1105

1015

535

430

360

0.8

3.5

4-V

158 Grain Cowboy

800

761

725

225

203

185

n/a

n/a

n/a

158 Grain JHP

1350

n/a

n/a

640

n/a

n/a

n/a

n/a

n/a

158 Grain Remington Maximum

1825

1590

1380

1170

885

670

0.4

1.7

10.5"

165 Grain

1290

1189

1108

610

518

450

0.7

3.1

8-3/8"

180 Grain

1145

1055

985

525

445

390

0.9

3.9

4-V

180 Grain

1180

1088

1020

557

473

416

0.8

3.6

8-V

180 Grain CorBon F.A.

1650

1512

1386

1088

913

767

1.66

0

n/a

200 Grain

1200

1123

1061

640

560

500

3.19

0

n/a

Happy Firework Friday!

 

Another shot of the colorful finale to the Holiday Illuminations finale on New Year's Eve at EPCOT. It always amazes me just how many fireworks are used at the Walt Disney World during New Year's. This was the FIRST of two complete Illuminations shows, with the first show having the Holiday celebration finale, and the second show of course having the New Year's Countdown finale.

 

Braving the crowds is manageable, as long as you know what you're getting into, and don't plan on going on any rides!

This is only because I'm making fake fakes. Doll hair is so much better, finer, and manageable. But for my Abbey Yaki hair! It's like Yak hair and that would make Abbey proud!

My 2013 Classic Ariel Doll has been completely deboxed. She is standing, supported by a Kaiser doll stand (not included with the doll), and is photographed from various angles.

 

The 2013 Classic Ariel mermaid doll has many differences from the 2012 model, and is a greatly improved doll. She is both more attractive and more movie accurate. The major changes are to her head and face, her hair, her tail and her legs. There is a minor change to her shell bra. The only features that haven't changed are her torso and arms. I think that overall, she is the best doll in the new class of Classic Princess dolls from the Disney Store. That is fitting, as this is the year of the Diamond Edition release of her movie, The Little Mermaid.

 

Her head has been redesigned to be rounder than the previous models, thus more accurate by the shape alone. Her forehead is lower, her cheeks are fuller and her cheekbones are more prominent. Her cute button nose, open mouth smile and small angular chin seem to be same as the previous model. So her head is not as long, and her face is not as flat.

 

Her face is similar to last years, but with many small changes. Her eye molds appears to be the same shape, but the corners of her eyes are more rounded, so overall the eyes are slightly smaller but rounder. Her big round blue green eyes are wide open, and glancing to her right. They are darker, the pupils are significantly larger, and the glance is more severe than the 2012 doll. It makes for a more lively and adorable expression. She has four short thick curving black lashes over each eye, in the same pattern as last year, and black eyeliner under them that is thicker and darker than before. She has silver eyeshadow as before, but the thick eyeliner partially obscures the eyeshadow. Her rust colored eyebrows a little thicker and darker than last year, and are closer to her eyes. The rouge on her cheeks are much darker than last year, when it was barely visible, if it was there at all. Her mouth is the same, but her lips are a dark pink (as opposed to last year's pastel pink), and her upper lip is painted thinner, and her lower lip is painted fuller. Her face is very beautiful, youthful, lively and much more movie accurate than before.

 

Her waist length red hair is mostly straight and soft, but it ends in large stiff curls. The area around her face is also stiffened with gel to keep it off her face, which works very well to make her face much more open than the 2012 doll. Her volume of hair is much less than before. Her hair is much more manageable, neater, and movie accurate than before. But her part is still on the wrong side of her head, and the large curving front bangs of the movie character are still missing from this doll.

 

Her tail is a dark blue green color, with green glitter forming a scale pattern that is fetching. However her upper and lower fins are made of light blue green tulle that looks much less realistic and movie accurate than the 2012 model. Her purple shell bra is a little darker and a little more accurate than before. It also seems to fit better.

 

Her body is fully articulated in the arms, but now has the rubber legs of 2011 and earlier dolls, which has internal knee joints and fixed angled feet. Her hip joints allow her to sit down with her legs together and her back straight up, unlike the 2012 doll with the fully articulated but defective legs. Her angled rubber feet also make her about 1/4 inch shorter than the 2012 doll. I'd say that the rubber legs are definitely a big improvement for Ariel over the fully articulated hard plastic legs of 2012.

 

The packaging for the dolls is much improved. The box art has been completely redesigned, with beautiful decorations unique to each Princess (actually for each movie), and a cameo of the animated movie character. The boxes are the same height and width, but are 1/2'' flatter, making them smaller and lighter.

 

The 2013 Disney Princess Classic Doll Collection, released on June 10, 2013. They consist of 11-12'' articulated dolls of the 11 official Disney Princesses, from Snow White to Merida, as well as Princes, Villains and Sidekicks. I now have all 11 Princesses, Queen Elinor, Charlotte and Gaston. I will photograph them boxed, during deboxing and fully deboxed. I will also post reviews and comparative photos.

 

Classic Disney Princess Ariel Doll - 12''

US Disney Store

Released online June 10, 2013.

Purchased online June 13, 2013.

Received June 24, 2013.

$14.95 (was on sale for $10 at time of purchase).

 

Trying out a new look. As you will see my hair changes from time to time, at the moment I am favouring this shorter style since I trimmed the fringe and made it more manageable.

Green fly - Was not getting any bug to photograph on this particular day and was unhappy... Then saw this little creature... on the leaf. Above my head's height. Stretched my tripod and kept elbow on it and tried to shoot.. Leaf was moving due to slight wind... but got a manageable shot.. The bug looked too good through the lens :-) Hope you enjoyed the shot... Kenko extension tubes + 100mm macro lens .

Nikon 28mm AF-D.

 

Yes, this was shot handheld at 50,000 ASA. That's how I want to do night shots in the big city - quickly and unobtrusively. The original was very noisy, but Lightroom's new AI-based noise reduction works a treat, so it's manageable.

A group of us descended on the Severn Valley Railway 40’s event on Saturday. A days travelling and then the Big Band Show in the evening. A fabulous day, the weather held, it was warm but just about manageable in the uniform. We bumped into old friends and performers , Kitten Von Mew and The Ronnies, fabulous as usual. Too many photos to chose from so hard luck, you’ve got several to look at.

Århus is the second-largest city in Denmark - and with its 300,000 residents, very manageable by bike.

 

And very hyggelig, of course...

Seems like we're 20min from pretty much anything we'd want to do in SoCal (not including snow skiing which is 2 hrs away). Hiking, biking, parks, ocean, mountains, lakes, fishing, surfing, swimming, so-much-more, etc...all within 20min from where we live here in SoCal. This irrespective of day of week or time of day most of the time. Having picture-perfect weather year-round also helps a lot as this photo illustrates, as it was taken just a few days ago.

 

Shot that *Chizuko* took of me and the boys at Corona Del Mar beach just (as title says) 20 min south of where we live. Temperature was 80F (27C). Water was *cold*, but most manageable given the ambient air temperature. Boys played in the coves, saw some sea lions (one at the top left of this pic surfacing), played in the sand making sand castles, and body boarded in the surf. Great way to wind up 2011 and to begin 2012 (we went there again yesterday to bring in 2012!).

 

Once again want to wish everyone all the best in 2012!

Should I feel the need to visit the Product Development Centres based at Ford's Melbourne Headquarters, from Geelong, the traffic is either Sunday-afternoon light or terrible.

 

One saving grace of terrible traffic, is that it gives me more time to look longingly at the lovely white-and-lime tractors and harvesters at the local CLAAS distribution centre, next to the highway. (Incidentally, the distribution centre nestles just besides the highway overpass used in 'Mad Max' where the message is phoned in that the hell-razing, post-apocalyptic bikies are heading in to town - but that is another story.)

 

In an earlier LUGNuts challenge that focused on food-related and on farm vehicles - Challenge 37 'The Food We Eat', I took delight in building various model s from the CLASS Tractor range, in miniland scale. This resulted in some nice (and very large), lime tractors. An absence of time, large wheels & tires, and lime Lego, left a few model untried, including the magnificent CLASS XERION, a double steering axle, giant wheeled behemoth, with a swiveling cab so it can go forwards, backwards, AND sideways - AWESOME.

 

The XERION will have to wait for another challenge somewhere down the line.

 

The other CLAAS with which I was captivated appears periodically in the distribution yard, and is equally magnificent. This model is the equally enormous CLAAS JAGUAR Harvester. I am a little bit sad that it can only go forward, but it makes up for this in being able to carry all sorts of crazy cutting, slicing and dicing tools on the front end. I have modeled only two here the Maize Cob Silage (MCS), designed to harvest corn/maize type plants, and the more traditional spinning long blade harvester type tool. There are more cool tools too, so they may be modeled for adaptation to the MotorCity-scale JAGUAR shown here.

 

One key difference from the Challenge 37 tractors, and the JAGUAR Harvester shown here is the scale. The sheer size of the real JAGUAR - 6.6 metres long (20 ft), and 3.8 metres tall (10.5 ft), not including any tool attachments, make it a seriously big entity. Maybe I will get to a Miniland-scale JAGUAR someday, but for now, I display the model in a more manageable 1:28 (MotorCity scale).

 

Incidentally, the Lego Group have also released a Harvester in the past few years under the 'City' line. One of the images shows this model (Nr. 7636). My JAGUAR was loosely based on this model for size and tool compatibility, and also as an example of the customisation of original Lego models that can add a dose of individual creativity to Lego modeling.

 

The point of this?

 

This CLAAS JAGUAR model has been created for Flickr LUGNuts 68th Build Challenge - 'A Baker's Dozen', to the sub-theme Nr. 11. 'Any tractor or combine harvester'.

  

The 2012 and 2013 Disney Store Princess Belle Classic 12'' Dolls are compared by posing them side by side. They are standing, supported by Kaiser doll stands.

 

The 2013 Classic Belle doll has many differences from the 2012 model, but looks very similar, and is a somewhat improved doll. The only major change is to her legs, from fully articulated hard plastic legs to rubber legs with internal knee joints and fixed angled feet. There are a minor changes to her hair, face, dress and shoes. She is also missing her gloves. The features that haven't changed are her head mold, torso and arms.

 

Her head mold is identical to last year's doll. Her face is almost identical, with some subtle changes. Her green eyes have gotten darker, with the elimination of the ring of light green around her pupils, leaving just dark green around her pupils. Her pupils a touch larger. She has three short thick lashes over each eye, and silver eyeshadow, as before. Her eyebrows are a darker shade of brown, but the same thickness and length. A small be very significant change is the smoothing of the arch in her eyebrows, so they no longer have an ''evil'' wiggle. She has a short straight nose. She has gentle open mouthed smile, with a thin upper lip and full lower lip, painted in bright pink. Both her nose and mouth are unchanged from last year. Finally she has heavier application of pink rouge on her cheeks. Her face is just a beautiful as last year's doll, but is now friendlier looking with the changes in her eyebrows and eyes.

 

Her brown hair is medium length, but is shorter and much less voluminous than before. Gone are the two curls dropping down the sides of her face. There is a small bun at the top, as before. There is a small ponytail coming out of the back of the bun, whereas last year the ponytail was longer and lower down her the back of her head. The bulk of her hair is gently curving, and is gathered up in a large curl at the end, which is gelled to keep it in shape and in place. Other than the curl, her hair is soft and smooth. Rather than reaching her waist and spreading out beyond both her shoulders, her hair is now reaches the middle of her back, and is contained within the width her shoulders. It is much neater looking and manageable, as long as the curl at the end is not disturbed.

 

Her golden yellow satin dress is similar in design to the 2012 version, but there are some significant differences. The gold organza shoulder straps are very similar, but now they are wrapped lower down her shoulders, thus being more movie accurate. I had to adjust her left strap to make it lower, to match the right strap. Her bodice is now glitter free, but has the same design, with a V-shaped waist. The skirt is now much less voluminous, and has a pattern of glittering gold roses, instead of the gold glitter being sprayed in a random pattern. The gold organza decoration around the middle of the skirt is now only in the front, whereas the 2012 doll had the decoration go completely around the skirt. But as with last year's doll, the ruching is only in the front. At least the golden rose pattern continues to the back of the skirt. The skirt is about the length as before, but since the 2013 doll is on her tippy toes rather than her feet flat on the floor, the skirt doesn't quite reach the floor. The new dress holds its shape much better, due to the glitter giving the skirt more stiffness. The old dress is more movie accurate, and its volume is very impressive, but it requires a petticoat (which is not included) to keep its shape.

 

Her shoes are flats as in the old doll, but they are a little shorter, and a paler shade of yellow. With her fixed angled feet, she should have gotten high heels, as the 2011 and earlier dolls had.

 

She no longer has any accessories, as her full length gold satin gloves are gone.

 

Her body is fully articulated in the arms, but now has the rubber legs of 2011 and earlier dolls, which has internal knee joints and fixed angled feet. Her hip joints allow her to sit down with her legs together and her back straight up, unlike the 2012 doll with the fully articulated but defective legs. But her knees can only bend about 40 degrees, so her legs stick out when she is sitting. The leg joints are also much stiffer, so she is in a much more natural position when placed standing in a Kaiser doll stand. Her angled rubber feet also make her about 1/4 inch taller than the 2012 doll, who had flat feet.

 

The packaging for the dolls is much improved. The box art has been completely redesigned, with beautiful decorations unique to each Princess (actually for each movie), and a cameo of the animated movie character. The boxes are the same height and width, but are 1/2'' flatter, making them smaller and lighter. The packaging restraints are simplified, especially with a reduced use of T-tags, so the deboxing is quicker and easier, and there is less damage to the doll. Belle's box has rose and Cogsworth images with a yellow background.

 

The 2013 Disney Princess Classic Doll Collection, released on June 10, 2013. They consist of 11-12'' articulated dolls of the 11 official Disney Princesses, from Snow White to Merida, as well as Princes, Villains and Sidekicks. I now have all 11 Princesses, Queen Elinor, Charlotte and Gaston. I will photograph them boxed, during deboxing and fully deboxed. I will also post reviews and comparative photos.

 

Classic Disney Princess Belle Doll - 12''

US Disney Store.

Released online June 10, 2013.

Purchased online June 13, 2013.

Received June 24, 2013.

$14.95 (was on sale for $10 at time of purchase).

 

-->> ..

 

The Foot Clan has been in a state of heavy 'restructuring' ..a term used by top Foot Analysts. Advertising,recruitment,munitions,payoffs & bribes,top secret labs,weapon development,underground facilities, and hi-security projects. The Foot ,while well established for centuries and by far one of the wealthiest organizations in the solar system..it's budget has been ever increasing especially with close encounters of the Turt- kind :four particular enemy mutant terrapins. In the late 1980s and early '90s.. strange and intergalactic allegiances had been made. Some as far as Dimension X. Technodromes,robots,odd and massive weapons,looney vehicles,alien terrorism,wasted resources on petty vendettas became the foil to the Foot's reputation. Within the humiliation..desperate moves called for desprate displeasures and mutants became all the rage. Name a battle and place.. and name a mutant (and money)the Foot hasn't thrown at the enemy Turtles. Bebop and Rocksteady had a monster army all their own and the boss couldn't help but use every single flesh and blood genetically engineered goon as his pawn. At the dawn of the new millennium

things were getting out of hand and at the ultimate disappearance

of the beloved buisiness leader : Oroku Saki, the schizms felt thru'out the entire organization were beyond tremendous. Mutants just weren't a priority and several major Foot genetic labs were broken up and eliminated entirly or spit into several small more manageable labs.

 

However ..freek incidents such as one involving the Turtle's friends: Quarry.Stonebiter, and Razorfist..much like the Shredder's great defeat are quickly covered-up and are considered 'accidents'. These labs also serve as baby-sitting vicinities

..if you will , for a few more well known but somewhat forgotten Foot lackies..such as tOkKa. tOkK tho' was more of a floater..and hot potato. Bouncing around different labs within the Clan until one two many red lights went off and Karai ordered tOkKa caged far far away.. west..some obscure,long lost and forgotten 'Foot' dive and storgae facility. For discipline and re-evaluation of tOkKa's potential. Reeducation ..and general guinea pig status. tOkKa was left in the subterranean prison to rot and be lab moused by wayward and demented Foot Techs. He'd be lucky if Baxter Stockman gave a suprise 2 minute spot check for fire violations on electro-pizza munster capacitors. O' to be human.. peoples never have to face such disaters.

 

And well cr4p..this was was'll pretty heavy for the toddler terror. Knockin' tOkKa down a few pegs seems what this monster-mash of snapper-lifestyle could afford him. But he was startin' to 'un'-sbap..that's not a good thing when yir an unwanted alligator snapper and only 'wanted' by posters in 9 of 50 states. All this former child star's exposure was limited to a couple of posters in a posta office in some mosquiter-ridden down far south of Omaha.Things get pretty lame when your best friend leaves. Rahzar had made a point of not stickin' around.. after a short burst of inspiration by watching a 48 hour marathon of what consisted no less than a bunch of old 'Barney' tapes & 1 rerun of 'Newsradio'. Next thing ya know..Rahz was inspired & joined the Peace Corps on humanitarian efforts to fill pot holes in Uganda. tOkK just had to realize these werne't the good ol' monster-mutant pizza stompin' n' Turtle smashin' times him n' his pal had back in the junkyard. Things were looser. Playing catch with rusty radiators and hide n' seek in the partn'parked junk cars was all so fun. Rahzar always won at hide n' seek. tOkK never tried hard enuff'.. and a 9 foot snapper is gonna have to hide a little bit better than under a pile of one tire. Yep..the 'Secret of the Ooze' was out. And strategy to defeat the enemy was in. Simply throwing a couple of monsters at the Turtles doesn't cut' it anymore. Evil schemes used to be much more simpler back in the day.

 

Late one night in his dusty,dirty, and cat-pee smellin' cage ..tOkKa was rather rotten feeling. After a distrubing night from sleepin' in his own vomit and a relaitve ill left in his tummy from too much of the daily gruel his cage masters left..(usually a bowl of stale-surplus Pizza Crunchabungas from the abandoned warehouse and rusty water)summin was going down. tOkK into into a deep disturbing sleep. Drooling a bit more excessively than normal. The taste of donust but a distant memory. ..ever so slightly the scent of evaporated rain began to fill his lowly dungeon..and eerie most warmth slowly re-woke the snapper to the vision of prehensile,near translucent fingers coming tword him. An increasingly bright white light and the temptation to "Bright White Light" three times fast filled tOkKie's sad-sorry bubbly baby brain. Three gaunt and noiseless figures of pale complexion and large black n' hallow eyes seemed to be floating into the old giant cage.

 

The light became brighter. And suddenly tOkKa was gone to a 'nowhere' land. Strangely the desire to sing about a'Nowhere Man' was in his beaky beetle vocabulary at the time. What tOkKa could see.. was nothing but bright light.. but as if fading into existence from a fine mist.. his three visitors returned. These were the Sons of Silence ,enigmatic creatures from well beyond Dimension X and the bane Utrom scientists everywhere. Such prejudices even lead to fractured and biased science. The same kind of bias that lead many to believe that the evil Krang WASN'T an utrom. O'please. Back from the ramble.. the 3 visitors presented tOkKa a magical orb. Small little voices inside tOkKa's head gently invited tOkKa to touch this 'Turn Stone' ..and these werne't his regular voices in his head neither. They was like real creepy ones too !! tOkK of coarse usually listens to his stomach first and the voices second. And what sure had set shockwaves thru'out this vast limbo.

 

tOkK wrapped his beaky baby lips around the magical ball..and in one full sshlloopp**~~of his snake like tounge..::the snapper devoured the Turn Stone whole !!

 

The limbo at once became pitch black..then ..

 

chaos..!!

   

tOkK .. laying ing in a near fetal position lifted himself up on very wobbly ground. Something didn't feel right. Lotsa things didn't. He peered straight

down. His tyrannosaur toes were now socked-soaked footsies. Not unlike that of the feets he saw on the naked humans in the movies ..but still somehow still his ol' familiar stompers. It got weirder. Aside from the backof his neck and teenie-weeny hairs his eyes were to beady to see and his noodle was too stoopit to care about..he saw through his new yet familiar eyes that teenie-tiny hairs were all over. Mostly on his new egg-shaped noggin'. Greesy blackish n' dirty blonde hairs were all over in his face. His beak seemed like it feel off..instead he had what the human peoples called a 'noid'. Er summin'. This new beak felt freeky.. and the front of it felt bumpy but smooth. The scales all over were smoother.

 

The two little slits on his face could smell things. And not his frsh icky,mud-moist he was so used to. This was a sticky peoples smell. He smelled like the Foot Clan's footlocker.. and icky human under arm shirt thingies.Things were danglin' in places he really hadn't thought about before..and he seemed to have adopted a helmet with the frontal lobe of one of the enemy..::Donatello. He stood erecter-er than he used to..and this new body's shell was light as it's frame. Spikies were there..and his claws were too..but these new claws reminded him of the gorrillas and he somehow grew a couple of what the humanies called 'thumbs' and 'fingerners'. These new claws were big and bulky but he could prolly hold a big crayon if he wanted. They grasped odd versions of the weapons of his enemies. The big stick was the easiest for him to play with. He fwacked and whacked and batted it about like a slugger at the Yankees. He tried to do a fancy maneuver like in the ninja movies and the fighting the Feets Soldiers did. But the warrior 'never-to-be' ..he fell flat on his new beak and flatter on the place where his plastron once was. He slowly lifted himself back up with his monkey paws and noticed his surroundings. The white of the limbo was gone scattered moving images surrounded like his faintest memories and things he'd never knew he's ever notice. As if the inside of his cranium had cracked open and spilt out into enire air. It was all to much for him to consume. At the bottom of his new ol' heart.. he felt summin' real bad.

 

Fear ..

 

But pea-brains think pea-sized thoughts. tOkKa wasn't sure what he was thinkin'..but if he could he would have asked questions.

 

"I am i a pal to my enemies ?? Am i a heretic or hero ?? Fan or Fiend ?? Freind or foe ?? Was this the spurt of one or a collective of many ideas from many creators ?? Was this a different dimension..was this body a guise he'd adopted on some other plain ?? Or had someone simply adopted him ?? His best pal Rahzar ?? What of him..would he ever get to play telephone pole tag with him and get throw eggs at mayor's office again ?? What about his enemy and four-coarse meal ticket ?? Would he ever get to bite the bandana off the one called Mickerangerlo..the one that teased and tickled him when tOkKa had fallen in battle ?? And the other three: Donteteller,Leonerdo, and Nerfael ?? Would he ever get to rip them to shreds like a puppy with a cheap chew-toy ?? And the Rat ??

 

Will i ever see my mum again ??

 

..the questions were to big.. his mind was too small..the questions never came. They would have..but just didn't. The chaos over came him. The snapper was reduced to a quivering inferno of pain. The images increased and the noise became to loud. He smacked the stick in half with his now sharpless teeth !! He wanted to run !! His new set of spikes meant nuthin'..he wished himself tucked back into his shell never to come out again.

 

tOkKa started to miss NYC..and the junkyard. He became to weak to think anymore & curled back into a fetal position and started to cry. The chaos around him started to evolve into shadows. The fear had crippled tOkKa ..and his new body seemed more of a scam. The soft voices returned..the chaos beacme more grey..and the scent of evaporated rain returned. The Sons seemed to be stating that they sought out intresting minds in all worlds,all dimensions, and in all galaxies. This is to learn and gain for whatever purposes they deem would serve their goals. Their intention was not to harm but extract and seek information. The after effects with tOkKa's mergance with the 'Turn Stone' was unintended. They seemed to be sorry for the erratic disruption. The Turn Stone seemed to have digested itself or something. The ball floated out of the shadows tword tOkKa feet. It spoke !!

 

"Don't cry tOkKa.. you fear things you need not !! Your family and friends are still here." ..

 

The turtle's insides warmerd.

 

"Soon you will be back to where you once were. Somehow you will not ever forget the dualies and multi-alities of what you have just seen. You will always be part of a chaos you can not ever understand. And perhaps you don't need to. Somehow you shall remember that you are part of a chaos that is so much larger and more beautiful than you could possibly imagine !! I'm so sorry for your pain and how we may have fractured your heart even more. But now you must go from this everything-nothing. Goodbye, my friend. "

 

tOkKa became very sleepy in his fetus state. He didn' understand anything. The heavier he felt the more like the grey was dissipating . He could feel his hunch returning..even the bad after taste of steel and rancid lettuce in his mouth. He could feel his spikies and his claws were becoming more inverted as they were. His dinosaur foots and stubbly;clubby toes turned back into a raptors. For a split second he could feel the millions of years of evolution and the struggles of his reptilian snapper ancestors. He could feel the evolution. But it became to heavy..and the warm rain scent became colder and colder. The wetness became colder..almost like snow. The snapper had returned..and things became pitch black one more time. Too much for baby..too too much.

   

RADICALACTIVE !!

 

The quiet of the lab and the darkness was alit once again ..the old light fixture overhead flickered and buzzed. The low 'Foot Tech' came in ready to feed the beast with morsels and and watered slime. The Tech was armed and fearless incase the beast was ready to strike at the less than generous portions provided. The Tech was ready to prod the snapper with painful electricals if need be.

   

..but the big cage at the far end of the room was empty. The cheap lock system was broken..as if bitten off. A large string of near gigantic foot prints shown as if something retile like had merely stumbled out of the cage upon closer inspection. The Tech dropped the tray.Then the tracks merely disappeared at the foot of the entry way. Suddenly frantic and angry at such substandard security. Now fearful for the consequences..for loosing one of the Shredder's beasts. The Tech filed a report that the mutant had merely died due to poor nutrition. A fairly simple and common trait of the decades of continual abuse in the Foot Genetics divisions.

 

"The body of the creature has been properly disposed of."

 

..

   

epilogue .. :

 

Far away someplace deep & beyond the city..in a junk yard :2 beastly things ..one like a very large wolf-man and his companion ..a creepy and Gamera like beast are playing Radiator catch. Those who witnesses claim of the pure terror that surrounds just a glimpse of the bumbling characters. The evolution of the junkyard defeats and hides the evidence of proof in such sightings. Most huamnies and workers at the junk yard attribute these sightings to hallucinations. Some homeless persons claim to here the shreiks of a dragon-baby crying for his 'Mama'.The schiz0-snapper is still out there.. not understanding the chaos.. but somehow frenetic & uneasily content that something amazing is always around the corner. and donuts, and turtles, and Rahzar, and spikies !! To paraphrase an argument between a prickly-puppy and a dead pickle-puss that did not happen ..::

 

Shakespeare: What are these

So wither'd and so wild in their attire,That look not like the inhabitants o' the earth,

And yet are on 't?

  

tOkKa: "GRAHH!!"

 

Shakespeare: Say, from whence You owe this strange intelligence? Or why

Upon this blasted heath you stop our way With such prophetic greeting?

  

tOkKa: "Master say .. 'Have Fun' ..

 

..me am tOkKa !! ..me think, ther'for ..my Yam !!"

    

..inks,magic marker,design markers,crayons,colour pencils and Ph.shop,Fireworks,alien technology- 18, May 2006

    

©2006 - 2007 Dave b.2 a.k.a. tOkKa,terrible2z.com ..all other elements © their much respected owners..please respect the copyrights..

   

I actually purchased this doll impulsively. She doesn't appear on the 'Life in the Dreamhouse' series that's why at first, I don't want to get her but she won me over. She looks pretty, a little mean looking but in a good way. Her dress is nice, really beautiful and the pompoms attached to it is really cute! The hair looks pretty from the box but not as soft and manageable as Barbie's. It has the same texture as Nikki's. The shoes are fine, matches her outfit but for me they look really cheap.

So here’s my Savers Find Pinkie Pie all cleaned up and detangled. I decided to not make her mane show accurate but rather restored her hair to be more manageable.

 

My sons are interested in gardening this year so we are working on a family veggie/herb patch.

 

We are starting small (8x4) so it is manageable. So far, we built a raised bed from a kit, removed the sod, added about 300 lbs of composted manure to the sandy soil, and planted some lettuce and peas directly in the soil last night. We also put in a potato that grew stems.

 

We are also starting seeds in ziploc bags with paper towel as the soil. We'll transfer them to pots or directly to the garden bed.

 

Our biggest challenge will be rabbits, chipmunks, and possibly deer. We are planning to get a chicken wire fence for the perimeter.

 

I'll have to buy some seedlings already started like 2 tomato plants because we still have the possibility of frost. Nobody really puts in veggies around here (except cool weather crops like peas and lettuce) until Memorial Day.

 

We are having a grand time working together on this!

BOX DATE: 1998

MANUFACTURER: Mattel

DOLLS IN LINE: Barbie; Teresa; Christie

BODY TYPE: 1998; articulated elbows and knees; small feet

HEAD MOLD: 1991 "Bob Mackie"; pierced ears

 

***The first doll is wearing 1998 Butterfly Art Fashions #68645-91.

The doll in the middle is wearing 2001 Fashion Avenue Blues Styles #55513.

The third doll is wearing 2002 Pretty vacation styles! #47620.

 

PERSONAL FUN FACT: Beyond Pink Barbie was never one of those dolls I just "had" go get. But yet here I am with four of these interesting looking dolls. It was never my intention, but I think it's really cool to see how my collection morphs and changes based on what I happen to come across. Much of my collection is shaped by the lots of dolls that I acquire a few times a year. In this case, all four of my Beyond Pink Barbie dolls were from lots. None of them came with their original outfits either, except my newest gal. I got my first two Beyond Pink Barbie dolls only a few months apart. My first being the lady on the far right, wearing the Butterfly Art fashion pack. She was one of many dolls in the "Happy Family bin" of 2012. She also currently holds the title for "Worst Condition" and "Homeliest" of my three gals. Basically, she wasn't the sort of doll that left me wanting more Beyond Pink Barbies. Her legs are crazy loose and flail around uncontrollably. Her hand is chewed in a spot, which is pretty gross to look at. And if all that weren't enough, her old owner yanked out her original earrings and left her with empty holes. But I had way too much fun making her an over bedazzled new pair. In fact, she might be the ugliest of my three, and in the worst condition, but I like her the best because she has the most memorable personality and quirks!

 

My second Beyond Pink doll is third lady in this photo. I got her several months later in the "60 Doll bin" of 2013. She definitely made my first Beyond Pink Barbie look like a shabby joke. Her hair is much nicer, with far more manageable tinsel. Plus, while her limbs are loose, she at least has some sort of balance which makes her the slightest bit easier to stand for photos. In general, I also think her facial screening suits her better, and flatters her more. She definitely left me with a much better impression of the Beyond Pink line--and I coveted an original outfit for her.

 

It seems like my Beyond Pink Barbie dolls keep getting prettier each time I add another to my collection. My third gal, second from left, is easily the most attractive of my first three dolls. I rescued her from the "Ken Suitcase lot" of 2016. What is most strange about this particular doll is the fact that she is easily in the best condition of my three Beyond Pink Barbies, whereas the bin I got her from was filled with mangled, decapitated, abused dolls. She was one of the few from said lot that was in startlingly great condition! She has the freshest, most vibrant face paint. Her hair is GORGEOUS, even though it's kanekalon, which I'm personally not that into. Her hair was still tied in its original elastic and everything when I first got her (obviously I took it out and cleaned her hair properly for sanitation reasons). Most notably though, her body is super tight, and she can actually HOLD a pose...which is so incredible!

 

And last but certainly not least, is the beauty on the far left of this photo. She is in the best condition by far. Although I will say that "Ken Suitcase" lady is just as nice, she just doesn't have her original outfit (at least not yet). This goddess came from the "Clueless lot" of 2017. She was with about 30 mint looking 90s Barbies, most of whom still had their original outfits. When I spotted the shallow container filled with goodies at the flea market, my attention was caught by a rare sight--a Beyond Pink Barbie WITH her original ensemble. I was sorely tempted by her, but at the time, Colleen and I were only going to purchase a handful of separate dolls. But luckily for me, the seller lowered his initial asking price for the bin. For $15, I got the entire lot, and this mint looking Barbie. She was one of my favorite finds from the bin. It's kind of odd to think about it, because back when I got my first Beyond Pink Barbie in 2013, I wasn't too into her. But after getting this doll so many times over the years, she's become a familiar face. Nowadays, I feel a certain sense of attachment to Beyond Pink Barbies, and I was eager to add another one to my collection!

I have most of the green borders from existing yellow/pink complete. I started working on the green/orange borders, as you can see in the bottom center panel. The number of pieces is becoming more manageable. I'd guess that I'm down to ~2,000 green/black/tertiary pieces remaining.

Loving Rapunzel doll mattel version, I know lot of people prefer the Disney store version but for me I prefer mattel's. I just like here mousy face and her hair (not as accurate as the movie) but its soft and very manageable.

    

I re-bodied her into a raquel fashionista and it was a perfect match!

10201 N Meridian St, Indianapolis, IN

 

This hotel was opened in February 1997. This ended up being Signature's final new-build hotel and the second-to-the-last addition to the chain. The hotel became a Jameson after Signature & Jameson merged and would remain so until it became a Comfort Inn in 2013.

 

Even though this building doesn't match the Signature Inn design, they still managed to add a bit of flair to the building to distinguish it from any other brand. And they even put a spotlight on it! Looking at the other hotels, I can only imagine that building them wasn't cheap. As no other hotels were constructed since 1989 (8 years!) and the chain went through a bankruptcy proceeding in the early 90s, I'm sure the new design was a way to make costs more manageable.

 

I just can't believe this wasn't removed or covered up, but it was so nice to see this still in such a prominent spot on the building!

We started with the cheese puffs, and it was like biting into little puffs of air. It was so light that spearing it with a fork was too hard, and we had to resort to fingers. We suspect that it is a basic souffle mix dollopped into hot oil and fried to a light and airy puff. Amazing.

 

Once I saw that the cheese puffs were a manageable size, I immediately added the duck neck sausage to our order. Not long after, 4 small discs of minced pork appeared. I love a good sausage and this didn't disappoint. It was served with segments of orange that provided a nice foil. There were also a few boiled baby beets hidden under the leaves and it seemed a bit too tender compared to the nice big flavoursome beets we were used to.

 

Julia was very impressed with the duck fillets, and she remarked several times how tasty the flesh was. I prefered the smoky grilled quail, but it was true, the quail meat was tender and juicy like the duck, but didn't have the richness of flavour of the duck. The pommes anna under the quail went amazingly well with the madeira sauce. The crispy bits of potato on the edges were also very good. The French beans were tender and so full of Spring sweetness.

 

We ended our meal with a good coffee and tea, and the profiteroles to share. We both loved the chocolate sauce, but we prefer the choux pastry at Laurent Pattiserie.

 

Annie Smither's Bistrot & Produce

03.5422.2039

72 Piper St

Kyneton VIC 3444

www.anniesmithers.com.au/

 

Reviews:

- Annie Smithers Bistrot, By Necia Wilden, The Age Epicure, September 27, 2005 Score: 15.5/20

- Annie Smithers Bistrot The Age Good Food Guide 2009 - 1 Chefs Hat

- Annie Smithers Bistrot, Kyneton - The Breakfast Blog, Saturday, May 13, 2006 chicken livers, bacon and spinach on toast. One of several tempting dishes on offer at Annie Smithers Bistrot. I love the smell of offal in the morning. 16/20 "mmm... liver"

- Annie Smithers Bistrot - Mietta's good gutsy French based dishes

- Annie Smithers’ Bistrot - Gourmet Traveller Annie Smithers, another Stephanie Alexander alum, is consolidating her empire, a shop and bistro showcasing Central Victorian produce. Assured cooking means primary flavours shine: succulent, flaky trout almondine tastes river-fresh; sweet scallops cooked just-so are plated with discs of smoky chorizo; sweet-salty tomato Tatin is the pick of the entrées. There’s usually offal on offer, perhaps creamy brains wrapped in prosciutto, and veal schnitzel, topped with a fried egg and anchovies, is pub-simple (and sized) but restaurant-finessed. Strawberry vacherin elevates berries and cream to a fitting conclusion to the meal: simple, comforting, classy.

  

Food Photos:

- Cheese Puffs with tomato and chilli dipping sauce AUD7.50 - insides

- Duck Neck Sausage stuffed with pork mince and pistachios with babybeets, green leaves and orange AUD18.50

- Quails petit-duc - par boned and grilled, served on pommes anna, with grilled mushrooms and madeira sauce AUD30

- Duck fillet with orange marmalade glaze, pan-fried potatoes AUD22.50

- Profiteroles filled with vanilla ice cream and drizzled with warm dark chocolate sauce AUD14.50

- Long Black AUD3

- Mariage Freres Tea AUD4.50

 

Decor Photos:

- Specials Board

- Long Dining Table

- Object d'Art

- Business Card

- back

- Produce Store

- A message from Stephanie

- Gumboots - Stephanie Alexander Kitchen Garden Foundation fundraiser AUD40

 

Popped across to Rotherham to join Marcus 45111 and the passage of some heritage traction. This was originally planned to run last Tuesday, but failed and therefore taken this later path. In changing light from sunshine to heavy cloud lighting was tricky, but manageable.

One of the parent birds tearing manageable pieces from an impaled mouse for the chicks. Carrizo Plain National Monument, California

Victoria Quays - Canal Basin

Sheffield & Tinsley Canal, Sheffield Canal Basin.

  

Sheffield’s canal basin was opened with much celebration on 22 February 1819 as the terminus of the Sheffield and Tinsley Canal, thus fulfilling a long held ambition to connect Sheffield to the sea via the Trent and Humber. By 1848 the Sheffield Canal Company had been taken over by the Manchester, Sheffield and Lincolnshire Railway Company, and the canal then become the poor relation to the railway despite two new warehouses and offices being added towards the end of the century.

 

the historic photographs show the importance of the area as a freight interchange for goods arriving by keels and railway trucks. The viability of the basin was always limited, however, since it was mostly used for the import of goods into the city but was not, in the same capcity, used for the export of finished products. Some commericial use continued nevertheless right up to the early 1970s.

 

For over 20 years large scale developers put forward comprehensive proposals for the total 20 acre site, but no start was made perhaps reflecting the problems associated with derelict buildings and difficult market conditions.

 

In September 1992 the Sheffield Development Corporation, helped by British waterways, adoped a new approach in which the site was broken down into smaller more manageable development parcels, with appropriate solutions then being sought for each part. The site was renamed Victoria Quays at that time, due to its promixity to the former Victoria Railway Station.

 

As a result of the Development Corporation’s lead, all of the historic buildings have now been restored with complementary new buildings on surrounding land. Victoria Quays is once again alive with a mix of activities, and is the home of a number of prominent businesses. The waterside setting provides an outstanding environment in which to work and a facinating place to visit.

 

For further information contact:

 

The Site Manager,

Victoria Quays Management Company,

1/2 Merchants Crescent,

Victoria Quarys,

Shefield S2 5SY

 

Telephone: 0114 272 7422

 

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Victoria Quays is a large canal basin, close to Sheffield City Centre, that heads up the Sheffield and Tinsley Canal. Sheffield and Tinsley Canal celebrated its 200th Birthday in 2019.

 

Victoria Quays is the perfect place to escape from the hustle and bustle of the city centre and enjoy the water. The Quays gives you chance to sit and relax, grab a bite to eat or start your journey along the Canal. A range of events are hosted through out the year including the Sheffield Water Front Festival in September. Keep on the look out for any event details.

 

Whether your walk, run or cycle explore the Sheffield and Tinsley Canal for Victoria Quay. You can follow the canal towpath to Meadowhall and beyond, with a number of tram stops along the way if you don’t want to make the 4-mile journey. The 4-mile path takes you through industry and rural areas with a number of locks and bridges on the way. Pass through Attercliffe, the Olympic Legacy Park and Tinsley Marina.

 

Enjoy the street art trail, a project in conjunction with Concrete Collective. The first phase of the project allowed local artists to have complete creativity and they have created 13 amazing murals on the waterway in Attercliffe for people to enjoy as they are walking by. More artwork will be coming in 2020 for everyone to enjoy.

  

www.yorkshire.com/view/attractions/sheffield/victoria-qua...

  

For more information follow the links below:-

 

www.penninewaterways.co.uk/sheffield/sy21.htm

 

canalrivertrust.org.uk/enjoy-the-waterways/canal-and-rive...

 

en.m.wikipedia.org/wiki/Sheffield_%26_Tinsley_Canal

 

en.m.wikipedia.org/wiki/Victoria_Quays

 

www.bbc.co.uk/news/uk-england-south-yorkshire-47333264

 

canalrivertrustwaterfront.org.uk/community/explore-sheffi...

 

www.wosskowbrown.co.uk/sheffield-waterfront-festival-2019...

 

sheffieldblog.wordpress.com/2008/04/17/victoria-quays-and...

 

www.yelp.com/biz/sheffield-canal-basin-sheffield

  

I spent a lot of time doing this conversion just because I didn't know quite what needed to go where. I'm in the middle of the first roll right now, and things are going smoothly so far.

 

The camera takes 6cm x 10.5cm negatives, so I get 6 per roll right now. I may make a mask later so I can get that to a more manageable 6x9 format if I don't like the results.

 

Notice all the felt. I removed quite a few components and I'm worried it's gonna leak light like crazy. hopefully I've sealed it up.

A long planned visit to Leeds to record the church.

 

Leeds is just off the M20, and nearby to Leeds Castle, which means the roads are often busy. St Nicholas is on the main road leading up the down, but before the road gets narrow as it winds between the timber framed houses. Thankfully there is good parking next door, so we were able to get off the main road and out of the traffic, as unbeknown to us, there was a classical music show on that night, and most of Kent were going and in the process of arriving.

 

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One of the largest twelfth-century towers in Kent. The arch between tower and nave is of three very plain orders with no hint of the usual zigzag moulding of the period, and is so large that a meeting room has recently been built into it. The nave has three bay aisles and short chapels to north and south of the chancel. The outstanding rood screen was partially reconstructed in 1892, and runs the full width of nave and aisles - with the staircase doorways in the south aisle. That the chancel was rebuilt in the sixteenth century may be seen by the plain sedilia through which is cut one of two hagioscopes from chapels to chancel. The north chapel contains some good seventeenth- and eighteenth-century tablets and monuments. The stained glass shows some excellent examples of the work of Heaton, Butler and Bayne (south aisle) whilst there is an uncharacteristically poor example of the work of C.E. Kempe & Co. Ltd. in the north aisle. The church has recently been reordered to provide a spacious, light and manageable interior with excellent lighting and a welcoming atmosphere without damaging the character of the building.

 

www.kentchurches.info/church.asp?p=Leeds

 

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LEEDS

IS the next parish southward from Hollingborne. Kilburne says, that one Ledian, a chief counsellor to king Ethelbert II. who began his reign in 978, raised a fortress here, which was called in Latin, from him, Ledani Castrum, and in process of time in English, LEEDS. This castle was afterwards demolished by the Danes, and continued in that situation till the time of the Norman conquest.

 

THE PRESENT CASTLE is situated at the southeast boundary of this parish, adjoining to Bromfield, which includes a part of the castle itself. It is situated in the midst of the park, an ample description of it the reader will find hereafter. The Lenham rivulet takes its course through the park, and having supplied the moat, in which the castle stands, and the several waters in the grounds there, and having received into it the several small streamlets from Hollingborne, and one from the opposite side, which comes from Leeds abbey, it flows on, and at a small distance from Caring street, in this parish, adjoining to Bersted, the principal estate of which name there belongs to the Drapers company, it turns a mill, and then goes on to Maidstone, where it joins the river Medway. The high road from Ashford and Lenham runs close by the outside of the pales of Leeds park, at the northern boundary of the parish next to Hollingborne, and thence goes on towards Bersted and Maidstone, from which the park is distant a little more than five miles; here the soil is a deep sand, but near the river it changes to a black moorish earth. Southward from the castle the ground rises, at about three quarters of a mile south-west from it is Leeds abbey, the front of which is a handsome well-looking building, of the time of queen Elizabeth. It is not unpleasantly situated on a gentle eminence, and is well watered by a small stream which rises just above it, and here turns a mill. It is well cloathed with wood at the back part of it, to which the ground still keeps rising; adjoining to the abbey grounds westward is Leeds-street, a long straggling row of houses, near a mile in length, having the church at the south end of it; here the soil becomes a red unfertile earth much mixed with slints, which continues till it joins to Langley and Otham.

 

LEEDS was part of those possessions given by William the Conqueror to his half-brother Odo, bishop of Baieux; accordingly it is thus entered, under the general title of that prelate's lands, in the survey of Domesday, taken in the year 1080.

 

Adelold holds of the bishop (of Baieux) Esiedes. It was taxed at three sulings. The arable land is twelve carucates. In demesne there are two carucates, and twenty-eight villeins, with eight borderers, having seven carucates. There is a church, and eighteen servants. There are two arpends of vineyard, and eight acres of meadow. Wood for the pannage of twenty bogs, and five mills of the villeins. In the time of king Edward the Confessor, it was worth sixteen pounds, the like when be received it, now twenty pounds, and yet it pays twentyfive pounds. Earl Leuuin held it.

 

Of this manor the abbot of St. Augustine has half a suling, which is worth ten shillings, in exchange of the park of the bishop of Baieux. The earl of Ewe has four denns of this manor, which are worth twenty shillings.

 

The mention of the two arpends of vineyard in the above survey, is another instance of there having been such in this county in early times, some further observations of which the reader will find in the description of the parish of Chart Sutton, not far distant, and he will likewise observe, that at the above time the bishop of Baieux had a park here, which he acquired by exchange with the abbot of St. Augustine, who must therefore have had possessions here before that time.

 

On the bishop of Baieux's disgrace, about four years after the taking of the above-mentioned survey, this estate, among the rest of his possessions, became consiscated to the crown.

 

After which it was granted by king William to the eminent family of Crevequer, called in antient charters Creveceur, and in Latin, De Crepito Corde, who at first made Chatham in this county their seat, or caput baroniæ, i. e. the principal manor of their barony, for some time, until they removed hither, being before frequently written Domini de Cetham.

 

Robert, son of Hamon de Crevequer, who had probably a grant of Leeds from the Conqueror, appears to have held it of the king, as of his castle of Dover, in capite by barony, their barony, which consisted of five knight's sees, being stiled Baronia de Crevequer . (fn. 1) He erected the castle here, to which he asterwards removed the capital seat of his barony. This castle being environed with water, was frequently mentioned in antient writings by the name of Le Mote. In the north-west part of it he built a chapel, in which he placed three canons, which on his foundation of the priory of Leeds, in the 19th year of king Henry I. he removed thither.

 

His descendant, Hamon de Crevequer, lived in the reign of king Henry III. in the 19th year of which, he was joined with Walterand Teutonicus, or Teys, in the wardenship of the five ports, and the next year had possession granted to him of the lands of William de Albrincis or Averenches, whose daughter and heir Maud he had married. He died in the 47th year of king Henry III. possessed of the manor of Ledes, held of the king in capite, as belonging to his barony of Chatham; upon which Robert, his grandson, viz. son of Hamon his son, who died in his life-time, succeeded him as his heir, and in the 52d year of that reign, exchanged the manor of Ledes, with its appurtenances, together with a moiety of all his fees, with Roger de Leyburne, for the manors of Trottesclyve and Flete. He lest William de Leyburne, his son and heir, who in the 2d year of king Edward I. had possession granted to him of the manor of Ledes, as well as of the rest of his inheritance, of which Eleanor, countess of Winchester, his father's widow, was not endowed. (fn. 2)

 

His son, William de Leyborne, observing that the king looked on the strength of this fortress with a jealous eye, in the beginning of king Edward Ist.'s reign reinstated the crown in the possession of both the manor and castle; and the king having, in his 27th year married Margaret, sister of Philip, king of France, he settled them, being then of the clear yearly value of 21l. 6s. 8d. among other premises, as part of her dower. She survived the king her husband, who died in 1307, and in the 5th year of the next reign of king Edward II. by the king's recommendation, appointed Bartholomew de Badlesmere, a nobleman of great power and eminence, and much in that prince's favor, governor of this castle. (fn. 3) She died possessed of them in the 10th year of that reign; on which they came once more into the hands of the crown, and in the beginning of the next year the king appointed Bartholomew de Badlesmere, above-mentioned, governor of this castle, as well as of that of Bristol. In the 11th year of that reign, the king granted to him in see, this manor and castle, and the advowson of the priory of Ledes, in exchange for the manor of Addresley, in Shropshire. Being possessed of great possessions, especially in this county, he was usually stiled, the rich lord Badlesmere of Ledes. Being pussed up through ambition and his great wealth, he forgot his allegiance, and associated himself with the earl of Lancaster, and the discontented barons; which the king being well informed of, resolved, if possible, to gain possession of this strong fortress of Ledes: to effect which, under pretence of the queen's going on a pilgrimage to Canterbury, she set forward for that city with a large train of attendants, and, with a secret intention of surprising this castle, sent her marshal with others of her servants, to prepare lodging for her and her suit in it. The lord Badlesmere's family, that is, his wife, son, and four daughters, were at that time in it, together with all his treasure, deposited there for safety, under the care of Thomas Colepeper, the castellan, who refused the queen's servants admittance, and on her coming up, peremptorily persisted in denying her or any one entrance, without letters from his lord. The queen, upon this, made some attempt to gain admittance by force, and a skirmish ensued, in which one or more of her attendants were slain, but being repulsed, she was obliged to relinquish her design, and to retire for a lodging elsewhere.

 

The king, chagrined at the failure of his scheme, and highly resenting the indignity offered to the queen, sent a force under the earls of Pembroke and Richmond, to besiege the castle; (fn. 4) and those within it finding no hopes of relief, for though the lord Badlesmere had induced the barons to endeavours to raise the siege, yet they never advanced nearer than Kingston, yielded it up. Upon which, the lady Badlesmere and her children were sent prisoners to the tower of London, Thomas Colepeper, the castellan, was hung up, and the king took possession of the castle, as well as of all the lord Badlesmere's goods and treasures in it. But by others, Thomas de Aldone is said to have been castellan at this time, and that the castle being taken, he, with the lord Badlesmere's wife, his only son Giles, his daughters, Sir Bartholomew de Burgershe, and his wife, were sent to the tower of London by the king's order; and that afterwards, he caused Walter Colepeper, bailiff of the Seven Hundreds, to be drawn in a pitiable manner at the tails of horses, and to be hung just by this castle; on which Thomas Colepeper, and others, who were with him in Tunbridge castle, hearing of the king's approach, sled to the barons.

 

After which the lord Badlesmere, being taken prisoner in Yorkshire, was sent to Canterbury, and there drawn and hanged at the gallows of Blean, and his head being cut off, was set on a pole on Burgate, in that city. Upon which the manor and castle of Leeds, became part of the royal revenue and the castle remained in a most ruinous condition till the year 1359, anno 34 Edward III. in which year that munisicent prelate, William of Wickham, was constituted by the king, chief warden and surveyor of his castle of Ledes, among others, (fn. 5) having power to appoint all workmen, to provide materials, and to order every thing with regard to building and repairs; and in those manors to hold leets and other courts of trespass and misdemeanors, and to enquire of the king's liberties and rights; and from his attention to the re-edisying and rebuilding the rest of them, there is little doubt but he restored this of Leeds to a very superior state to whatever it had been before, insomuch, that it induced king Richard to visit it several times, particularly in his 19th year, in which several of his instruments were dated at his castle of Ledes; and it appears to have been at that time accounted a fortress of some strength, for in the beginning of the next reign, that unfortunate prince was, by order of king Henry IV. sent prisoner to this castle; and that king himself resided here part of the month of April in his 2d year.

 

After which, archbishop Arundel, whose mind was by no means inferior to his high birth, procured a grant of this castle, where he frequently resided and kept his court, whilst the process against the lord Cobham was carrying forward, and some of his instruments were dated from his castle of Ledes in the year 1413, being the year in which he died. On his death it reverted again to the crown, and became accounted as one of the king's houses, many of the principal gentry of the county being instrusted with the custody of it:

 

In the 7th year of king Henry V. Joane of Navarre, the second queen of the late king Henry IV. being accused of conspiring against the life of the king, her son-in-law, was committed to Leeds-castle, there to remain during the king's pleasure; and being afterwards ordered into Sir John Pelham's custody, he removed her to the castle of Pevensey, in Sussex.

 

In the 18th year of king Henry VI. archbishop Chichele sat at the king's castle of Leeds, in the process against Eleanor, duchess of Gloucester, for forcery and witchcrast.

 

King Edward IV. in his 11th year, made Ralph St. Leger, esq. of Ulcomb, who had served the office of sheriff of this county three years before, constable of this castle for life, and annexed one of the parks as a farther emolument to that office. He died that year, and was buried with his ancestors at Ulcomb.

 

Sir Thomas Bourchier resided at Leeds castle in the 1st year of king Richard III. in which year he had commission, among others of the principal gentry of this county, to receive the oaths of allegiance to king Richard, of the inhabitants of the several parts of Kent therein mentioned; in which year, the king confirmed the liberties of Leeds priory, in recompence of twentyfour acres of land in Bromfield, granted for the enlargement of his park of Ledes.

 

In the 4th year of king Henry VIII. Henry Guildford, esq. had a grant of the office of constable of Leeds castle, and of the parkership of it; and in the 12th year of that reign, he had a grant of the custody of the manor of Leeds, with sundry perquisities, for forty years. He died in the 23d year of that reign, having re-edisied great part of the castle, at the king's no small charge.

 

But the fee simple of the manor and castle of Leeds remained in the hands of the crown, till Edward VI. in his 6th year, granted them, with their appurtenances in the parishes of Leeds, Langley, and Sutton, to Sir Anthony St. Leger, lord deputy of Ireland, to hold in capite by knight's service.

 

His son, Sir Warham St. Leger, succeeded him in this manor and castle, and was afterwards chief governor of Munster, in Ireland, in which province he was unfortunately slain in 1599, (fn. 6) but before his death he alienated this manor and castle to Sir Richard Smyth, fourth son of Thomas Smyth, esq. of Westenhanger, commonly called Customer Smyth.

 

Sir Richard Smyth resided at Leeds castle, of which he died possessed in 1628, and was buried in Ashford church, where there is a costly monument erected to his memory.

 

Sir John Smith, his only son, succeeded his father, and resided at Leeds castle, and dying s. p. in 1632, was buried in this church; upon which his two sisters, Alice, wife of Sir Timothy Thornhill, and Mary, of Maurice Barrow, esq. became his coheirs, and entitled their respective husbands to the property of this manor and castle, which they afterwards joined in the sale of to Sir T. Culpeper, of Hollingborne, who settled this estate, after his purchase of it, on his eldest son Cheney Culpeper, remainder to his two other sons, Francis and Thomas. Cheney Culpeper, esq. resided at Leedscastle for some time, till at length persuading his brother Sir Thomas Culpeper, of Hollingborne, (then his only surviving brother, Francis being dead. s. p.) to cut off the entail of this estate, he alienated it to his cousin Sir John Colepeper, lord Colepeper, only son of Sir John Culpeper, of Wigsell, in Sussex, whose younger brother Francis was of Greenway-court, in Hollingborne, and was father of Sir Thomas Culpeper, the purchaser of this estate as before-mentioned.

 

Sir John Colepeper represented this county in parliament in the 16th year of king Charles I. and being a person, who by his abilities had raised himself much in the king's favor, was made of his privy council, and chancellor of the exchequer, afterwards master of the rolls, and governor of the Isle of Wight. During the troubles of that monarch, he continued stedfast to the royal cause, and as a reward for his services, was in 1644 created lord Colepeper, baron of Thoresway, in Lincolnshire.

 

After the king's death he continued abroad with king Charles II. in his exile. During his absence, Leeds-castle seems to have been in the possession of the usurping powers, and to have been made use of by them, for the assembling of their committee men and sequestrators, and for a receptacle to imprison the ejected ministers, for in 1652, all his estates had been declared by parliament forfeited, for treason against the state. He died in 1660, a few weeks only after the restoration, and was buried at Hollingborne. He bore for his arms, Argent, a bend ingrailed gules, the antient bearing of this family; he left by his second wife Judith, daughter of Sir Thomas Culpeper, of Hollingborne, several children, of whom Thomas was his successor in title and estates, and died without male issue as will be mentioned hereafter, John succeeded his brother in the title, and died in 1719 s. p. and Cheney succeeded his brother in the title, and died at his residence of Hoston St. John, in 1725, s. p. likewise, by which the title became extinct; they all, with the rest of the branch of the family, lie buried at Hollingborne. Thomas, lord Colepeper, the eldest son, succeeded his father in title, and in this manor and castle, where he resided, and having married Margaret, daughter of Signior Jean de Hesse, of a noble family in Germany, he left by her a sole daughter and heir Catherine, who intitled her husband Thomas, lord Fairfax, of Cameron, in Scotland, to this manor and castle, with his other estates in this neighbourhood.

 

The family of Fairfax appear by old evidences in the hands of the family to have been in possession of lands in Yorkshire near six hundred years ago. Richard Fairfax was possessed of lands in that county in the reign of king John, whose grandson William Fairfax in the time of king Henry III. purchased the manor of Walton, in the West Riding, where he and his successors resided for many generations afterwards, and from whom descended the Fairfax's, of Walton and Gilling, in Yorkshire; of whom, Sir Thomas Fairfax, of Gilling, was created viscount Fairfax, of the kingdom of Ireland, which title became extinct in 1772; and from a younger branch of them descended Sir Thomas Fairfax, of Denton, who lived in queen Elizabeth's reign, and changed the original field of his coat armour from argent to or, bearing for his arms, Or, 3 bars gemelles, gules, surmounted of a lion rampant, sable, crown'd, of the first, and was father of Sir. T. Fairfax, who was, for his services to James and Charles I. created in 1627 lord Fairfax, baron of Cameron, in Scotland. He died in 1640, having had ten sons and two daughters; of whom, Ferdinando was his successor; Henry was rector of Bolton Percy, and had two sons, Henry, who became lord Fairfax, and Bryan, who was ancestor of Bryan Fairfax, late commissioner of the customs; and colonel Charles Fairfax, of Menston, was the noted antiquary, whose issue settled there.

 

Ferdinando, the second lord Fairfax, in the civil wars of king Charles I. was made general of the parliamentary forces, and died at York in 1646. His son, Sir Thomas Fairfax, succeeded him as lord Fairfax, and in all his posts under the parliament, and was that famous general so noted in English history during the civil wars, being made commander in chief of all the parliamentary forces; but at last he grew so weary of the distress and confusion which his former actions had brought upon his unhappy country, that he heartily concurred in the restoration of king Charles II. After which he retired to his seat at Bilborough, in Yorkshire, where he died in 1671, and was buried there, leaving by Anne, daughter and coheir of Horatio, lord Vere of Tilbury, a truly loyal and virtuous lady, an only daughter; upon which the title devolved to Henry Fairfax, esq. of Oglesthorpe, in Yorkshire, his first cousin, eldest son of Henry, rector of Bolton Percy, the second son of Thomas, the first lord Fairfax. Henry, lord Fairfax, died in 1680, and was succeeded by his eldest son Thomas, fifth lord Fairfax, who was bred to a military life, and rose to the rank of a brigadier-general. He represented Yorkshire in several parliaments and marrying Catherine, daughter and heir of Thomas, lord Colepeper, possessed, in her right this manor and castle, and other large possessions, as before-mentioned. (fn. 7)

 

He died possessed of them in 1710, leaving three sons and four daughters, Thomas, who succeeded him as lord Fairfax; Henry Culpeper, who died unmarried, in 1734; and Robert, of whom hereafter. Of the daughters, Margaret married David Wilkins, D. D. and prebendary of Canterbury, and Francis married Denny Martin, esq. Thomas, lord Fairfax, the son, resided at Leeds-castle till his quitting England, to reside on his great possessions in Virginia, where he continued to the time of his death. On his departure from England, he gave up the possession of this manor and castle, with his other estates in this neighbourhood, to his only surviving brother, the hon. Robert Fairfax, who afterwards resided at Leeds-castle, and on his brother's death unmarried, in 1782, succeeded to the title of lord Fairfax. He was at first bred to a military life, but becoming possessed of Leeds castle, he retired there, and afterwards twice served in parliament for the town of Maidstoue, as he did afterwards in two successive parliaments for this county. He was twice married; first to Marsha, daughter and coheir of Anthony Collins, esq. of Baddow, in Essex, by whom he had one son, who died an instant; and, secondly, to one of the daughters of Thomas Best, esq. of Chatham, who died s. p. in 1750. Lord Fairfax dying s. p. in 1793, this castle and manor, with the rest of his estates in this county, came to his nephew the Rev. Denny Martin, the eldest son of his sister Frances, by Denny Martin, esq. of Loose, who had before his uncle's death been created D. D. and had, with the royal licence, assumed the name and arms of Fairfax. Dr. Fairfax is the present possessor of this manor and castle, and resides here, being at present unmarried.

 

A court leet and court baron is held for the manor of Leeds, at which three borsholders are appointed. It is divided into six divisions, or yokes as they are called, viz. Church-yoke, Ferinland-yoke, Mill-yoke, Russerken-yoke, Stockwell-yoke, and Lees-yoke.

  

Here two layers of white mounting card is added to the baseboard to raise the level.

A first area of black road surface has been added using a thin card laid over the white and abutting the running rail. The area so treated here is embarrassingly narrow. Really a road vehicle should be able to stand there without troubling a passing tramcar. This is a result of my keeping the layout dimensions as manageable as possible. What a difference another inch or two would have made!

The entrance to the depot has been finished with cobbles.

Found this giant hunk of luxury German metal again, this time on the other side of town!

 

Indeed the Maybach is the real trend setter when it comes to gratuitously large luxury cars with a myriad of gratuitous luxury items. I remember attending an overview of the Maybach 62 a couple of years back at a car show and was actually very impressed with the number of gadgets and features the owner were lucky enough to have bestowed upon them.

 

Sitting inside it was like being in the first class cabin of a British Airways Boeing 747, crossed with the promenade deck of a luxury yacht! There are TV screens in the backs of the seat complete with DVD player and a hugely complicated radio/stereo system, there's wood veneer on all the surfaces, the seats you sank into with lovely thick head cushions (in fact I nearly fell asleep they were so comfy!), a Champagne bar with silver glasses and a fridge in the centre console for the bottle of Bubbly, as well as housing a mobile phone! The door panels were a maze of buttons for seat alignments and reclining options, including also heating, cooling, massaging, tumble drying, etc. In fact the seats recline so far back that they almost turn into beds!

 

And just so you're all tucked up warm at night, there's a blind that comes across the rear window!

 

Although I'm an avid Rolls Royce man, I will not hesitate to say that the Maybach delivers luxury in spades and contemporary Rollers don't hold a candle to it. But I will defend the Spirit of Ecstasy by saying that these cars are by no means 'Driver's Cars'. In order to truly appreciate the Maybach you have to be a passenger, otherwise it's just like driving any other car, but with the addition of it being very heavy, which makes pulling away from traffic lights a bit stunted and cornering a bit cautious because of how long these things are. A Rolls Royce on the other hand, especially the Ghost, is a more manageable car, something you can drive but at the same time still enjoy the luxuries of.

 

To be honest, I think what we're looking at here is not a large corporate luxury saloon to ferry business executives from conference to conference, what we're looking at is the next step in the evolution of the motorhome!

 

There's a fridge for your food, TV's in the headrests for entertainment, and the seats recline for a nice cosy bed to sleep in! It can be the luxury motorhome but at an economic size, and better performance too!

The Lincoln C Concept is packaged on Ford's global small car platform and brings luxury to a segment not normally associated with it. From a styling standpoint, the C wears cues started on the MKS and now carried through on both the MKT and the MKZ matched with what looks like the wackiest parts of Renault hatchback elements. Under the hood, the C gets a 1.6 liter four cylinder version of Ford's Ecoboost engine, making 180 HP and 180 lb-ft of torque, mated to a new dual clutch 6 speed transmssion, the whole ensemble gets up to 43 MPG.

 

The Lincoln C Concept is as much a concept car as it is a platform to carry a concept of the next generation of Ford's Sync system. Next-gen Sync is the latest version of a Buck Rogers future and plays out in this concept with a fully reconfigurable instrument panel spanning the dash, splayed across multiple screens and embodied by an avatar named "Eva." In the concept, you and Eva are digital best buddies and converse naturally, she acts as a creepy friendly little helper, pulling up addresses and mapping directions, making reservations, managing your social calendar, making suggestions on music playlists, and telling you that it can't do that as it would jeopardize the mission. Check out the video below and see what you think.

 

LINCOLN C CONCEPT: BIG LUXURY IN SMALL PACKAGE

 

DETROIT, Jan. 12, 2009 – Lincoln is breaking new ground with the Lincoln C concept, a new big idea for a small luxury car.

 

Designed with today's upscale, urban consumer in mind, the Lincoln C concept brings the presence and elegance of a large Lincoln to a smaller, more efficient C-sized car.

 

"Modern luxury buyers who live and work in large, urban areas want to play their part in helping the environment by moving to a smaller vehicle, but they still want to enjoy the luxuries of life," said Peter Horbury, executive director of Design, The Americas. "The Lincoln C offers sensible indulgence."

 

According to Horbury, younger contemporary consumers with slim iPods and pocket-sized cameras have already grown accustomed to the notion of premium quality in a small package.

 

"During the past decade, people have gotten used to the idea that you could pay more money for a smaller version of the real thing," said Horbury, citing the evolution of music players from tapes to CDs to MP3 players as an example.

 

"The same philosophy can be applied to the automobile," he added. "People will be happy to buy a smaller car that is better for the environment and more maneuverable in the city as long as the vehicle has all the attributes they want."

 

The concept's unique size, lightweight construction and use of sustainable materials make the Lincoln C stand out – along with its fuel economy.

 

Featuring a 1.6-liter EcoBoost engine and Ford's all-new dry, dual-clutch PowerShift six-speed transmission, the Lincoln C concept achieves 43 mpg on the highway, while offering up an impressive 180 horsepower and 180 ft.-lbs. of torque. PowerShift and outstanding driving dynamics make the Lincoln C concept fun for the driver.

 

Plus, a sophisticated human machine interface (HMI) and forward-thinking in-car connectivity technologies bring a whole new dimension to social networking, an important facet of modern customers' active lifestyles.

 

"Connectivity is as much a luxury for today's younger car buyer as are the traditional luxuries of wood, leather and a comfortable ride," said Horbury. "It means being able to continue your lifestyle seamlessly while you're on the move."

 

Sporty, Elegant Exterior Design

When designers developed the Lincoln C concept, their goal was to create a C-sized automobile with both presence and elegance. Their vision: a smaller, more fuel-efficient car that could maneuver easily in congested urban areas and compact parking spaces, yet still provide driver and passengers with levels of luxury and comfort usually reserved for larger sedans.

 

"Lincoln C is about efficiency without compromise," said Freeman Thomas, director of Ford's Strategic Concepts Group, who led the Lincoln C design team – David Woodhouse, Jeremy Leng, Andrei Markevich and Matt Edwards.

 

One of the most distinctive features of the Lincoln C is its unique silhouette. The visual mass of the car is very low to the road. A low-slung shoulder line with a wheel-at-each-corner stance supports a dynamic, slightly formal cabin. The aim was "go kart" visual stability combined with elegant lines and surfaces.

 

At first glance, the silhouette is immediately distinguished by a bold front profile, low shoulder, high beltline, wide C-pillar and compact bustle back.

 

The modern appearance of the Lincoln C reflects the timeless, iconic elements of the Lincoln DNA: sheer surfaces bounded by defined creases; a cantilevered roof extending from a strong C-pillar; a confident double-wing chrome grille; full-width tail lamps and rocker brightwork.

 

The front end of the concept is unmistakably Lincoln. The signature grille encapsulates LED headlamps that – like the taillights – are made with prismatic optical elements that create depth and visual sophistication. A sculpted groove in the top of the front hood – which derives its shape from the Lincoln badge – adds a finishing touch to the grille of the car.

 

A low shoulder line combines with a strong, high belt line to create a sense of safety and privacy inside and outside of the vehicle.

 

An aluminum cantrail adds elegance to the concept by extending the beltline to the rear glass and breaking up the otherwise tall C-pillar. Aluminum is also visible inside the door apertures.

 

The Lincoln C is absent of a B-pillar or center post. The center-opening doors – a classic Lincoln trait that rekindles memories of the 1961 Continental – allow effortless access to first- and second-row bench seats and give the vehicle a limousine-like quality.

 

Sleek side mirrors house both advanced rear-view camera and blind spot detection technologies. Slit-like LED turn signal indicators are integrated into the mirrors, allowing slim, efficient light.

 

LED taillamps span the full-width of the Lincoln C's rear, featuring turn signal indicators that fade toward the center of the car stretch from side to side.

 

An all-glass roof provides a modern, futuristic look. The expansive opening illuminates the cabin and enhances the sense of spaciousness inside the car.

 

Designers reinterpreted the presentation of the Lincoln badge throughout the exterior of the Lincoln C in a subtle way, giving it a contemporary "race track" theme. The Lincoln star sits proudly at the center of the front end, and the rear badge is slightly morphed to suit its placement above the taillights.

 

A more in-depth look at various details of the Lincoln C reveals that the badge motif is repeated in discreet ways in the design of the front lower intake mesh; the shape of the glass roof and structure; the implied illuminated keyholes on the door handles; the shape of the rear-view camera that sits on the back of the roof; the design of the wheels and the pattern in the tire treads.

 

The exterior of the Lincoln C is bathed in a light, exterior clear coat that hints of yellow metallic.

 

Modern, Timeless Interior Design

Inside, the Lincoln C concept welcomes driver and passengers to a space that looks more like the living room of a contemporary urban loft than the inside of a car.

 

Elements of classic Lincoln DNA permeate the cabin, including: a bright, clean, light color palette; authentic materials such as wood and metal; ambient lighting; jewel-like chrome details; bench seating; and the symmetrical design of the instrument panel, which thoughtfully serves both driver and passengers.

 

The interior's all-white color palette — from roof to seats to floor — is stunning. Subtle chrome accents on the seats, instrument panel, door panels and floor glimmer like fine jewelry. A light gray wood veneer – made from recycled wood – provides a striking contrast against the white leather on the instrument panel and door panels. The headliner is white Alcantara suede.

Because the Lincoln C concept is two inches wider than conventional C-class vehicles, it offers the roominess of a 1961 Continental at almost half the length. In modern terms, the vehicle has the overall length of a Ford Focus and the overall width of a Lincoln MKZ.

 

Designers took full advantage of the extra space in the interior of the Lincoln C by incorporating luxurious bench seating in the front and back rows. They are crafted from luxurious, chromium-free leather and filled with soy foam. The seats are thin and lightweight, but because they were designed to an ergonomic comfort curve, they are extremely comfortable.

 

There is a single headrest on the left and a double headrest on the right for passengers in both rows. All the headrests automatically retract without occupants for optimized driver vision. Convenience trays are housed compactly behind the front bench. In the closed position, they are flush with the leather and feature chrome release handles.

 

One of the most eye-catching elements of the seating is the laser-engraved floral etching on the passenger side seats and floor and on the back of the driver's seat. It is a light, airy pattern that gives the interior a refined, sophisticated look.

 

Because of their unique shape and the imperceptible way that they are mounted to the floor, the benches appear to be floating inside the cabin.

 

The steering wheel and instrument panel also seem to be suspended in air. All of these elements combine to enhance the concept's futuristic look, openness, and give the impression of dynamic space within the vehicle.

 

The steering wheel is hubless, lending the driver an unobstructed view of the instrument panel. The glossy white rim rotates around a stationary chrome ring with chrome shifter paddles on both sides. Simple toggles embedded into the left and right sides of the wheel control the vehicle's navigation system and menu selection.

 

The instrument panel is leather-wrapped with a chrome bezel. The light, gray wood veneer forms a symmetrical shape that surrounds the center-mounted touch screen and extends out to the right and left sides. Above the center screen is the Lincoln nomenclature and badge, finished tastefully in chrome.

 

The panoramic instrument panel is divided into three sections and designed with a mixture of digital and analog components. The left side contains Lincoln's signature HMI menus and driver-related information. The center portion displays a multi-functional screen displaying navigation, SYNC details and a life-like custom avatar to help make everyday journeys more seamless and other helpful, driver-oriented options.

 

Soft, white ambient lighting creates a relaxing atmosphere inside the cabin. The lighting is integrated into the C-pillar with a front face that displays the Lincoln badge.

 

The roof also features an integrated rearview mirror and a chrome-trimmed Web camera that rotates to the right or left, depending on whether the driver or the passenger is communicating via the Internet. A chrome air vent follows the shape of the glass roof.

 

"While the most luxurious and indulgent products often come in the smallest packages, unfortunately this hasn't been true of most small cars recently," said J Mays, Ford's group vice president of Design. "With the Lincoln C, we've remixed the traditional small car formula, taking the most engaging technologies and wrapping them in a design fit for today's urban luxury customer – without sacrificing style or substance."

 

# # #

 

LINCOLN C PAIRS ECOBOOST I-4 WITH DUAL-CLUTCH POWERSHIFT TRANSMISSION FOR 40-PLUS MPG

 

DETROIT, Jan. 12, 2009 – The Lincoln C concept showcases Ford Motor Company's newest combination of fuel-efficient powertrain innovations: a four-cylinder EcoBoost engine mated to a dual-clutch PowerShift transmission.

 

Featuring a 1.6-liter EcoBoost engine and Ford's all-new dry, dual-clutch PowerShift six-speed transmission, Lincoln C achieves a projected 43 mpg on the highway, while offering up an estimated 180 horsepower and 180 ft.-lbs. of torque. That's a nearly 25 percent fuel-economy improvement over Lincoln C's fuel-sipping C-car cousin, the Ford Focus, which currently delivers unsurpassed highway fuel economy in its segment when equipped with a 2.0-liter naturally aspirated engine.

 

"Lincoln C demonstrates that a higher degree of engine downsizing as the key to fuel economy improvement, paired with the right technologies, can deliver optimum horsepower, torque and drive-away capability," said Andreas Schamel, a chief engine engineer with Ford's Powertrain Research Laboratory. "Plus, when combined with the PowerShift six-speed transmission, the impossible equation becomes perfectly possible: lower fuel consumption, increased power and smoother, more fun-to-drive performance."

The 1.6-Liter EcoBoost Engine

The Lincoln C concept's 1.6-liter engine dimensions the common attributes of Ford's EcoBoost strategy, leveraging a combination of direct fuel injection technology and turbocharging to deliver significantly improved fuel economy and torque versus a larger displacement engine, while reducing emissions up to 15 percent.

 

The 1.6-liter EcoBoost engine features turbocharging and a central-injector direct injection system. Using a central injector instead of a side-injector system provides improved fuel-air mixture preparation, helping to further reduce fuel consumption and lower emissions. A central injector-based system also provides the most flexible foundation for future fuel-saving technologies.

 

"We know that a central injection system is a prerequisite for future global fuel economy upgrades such as stratified lean operation, homogeneous charge compression ignition or HCCI, and premium injection system technology if the market demands," said Martin Wirth, a Ford Direct Injection Gasoline Systems and Combustion technical specialist. "It's a value solution that gives us the ability to answer market trends quickly and provide broad market coverage, a key component of the EcoBoost strategy to deliver an affordable, fuel-efficient engine technology at high volumes."

 

When compared to a standard 2.0-liter naturally aspirated engine, the 1.6-liter EcoBoost engine can deliver up to a 10-percent gain in fuel economy simply on the merits of the engine downsizing and boosting as well as common powertrain systems such as twin independent variable camshaft timing (TI-VCT).

 

TI-VCT varies the phase of the intake and exhaust cams independently for improved airflow through the engine, which delivers more torque while reducing average fuel consumption by up to 5 percent. "TI-VCT gives us better low-end torque and drive-away capabilities even under the stronger engine downsizing conditions," said Wirth.

 

The 1.6-liter EcoBoost engine also features other sophisticated fuel-saving powertrain technologies such as Assisted Direct Start, which contributes to an additional 3 percent gain in fuel efficiency.

 

Assisted Direct Start automatically shuts down the engine when the vehicle is at idle – at a stop light, for example – and automatically restarts the engine when the brake is released or gas pedal is engaged, improving fuel economy by saving idle fuel consumption.

 

When a vehicle comes to a stop, the electronic control unit immediately synchronizes the engine's systems for restart. Once the brake pedal is released or the gas pedal is engaged, a short starter engagement triggers the direct fuel injection system to fill the cylinders with fuel, initiate combustion and start the engine, producing the no-hesitation vehicle launch. An advanced battery management system converts braking energy into electricity and stores it to keep electrical systems operating while the engine is not running.

 

This advanced system provides consistent start behavior of the stopped or stopping engine that is smooth, quiet and seamless to the customer, requiring no changes in driver behavior.

 

Powershift Transmission

The Lincoln C concept also features Ford's dual-clutch PowerShift six-speed transmission, which delivers the efficiency of a manual with the ease of operation of a premium automatic transmission.

 

Compared to traditional automatic four-speed transmissions, PowerShift can help reduce fuel consumption by up to 9 percent depending on the application. PowerShift, for example, contributes to an estimated 8 percent uptick in Lincoln C's fuel efficiency when compared to the current Focus.

 

"The Lincoln C application of PowerShift helps illustrate the competitive advantage this transmission will offer to Ford in the global small car markets," said Jack Dorigo, North America Powertrain Planning manager. "It's a new-to-segment technology that's an improvement over today's automatic transmissions in terms of fuel economy while providing customers a more connected feel between the pedal and the vehicle's acceleration."

 

PowerShift provides the full comfort of an automatic with a more sophisticated driving dynamic, thanks to uninterrupted torque from the dual-clutch technology, which consists essentially of two manual transmissions working in parallel, each with its own independent clutch unit. One clutch carries the uneven gears – 1, 3 and 5 – while the other the even gears – 2, 4 and 6. Subsequent gear changes are coordinated between both clutches as they engage and disengage for a seamless delivery of torque to the wheels.

 

The lean curb weight of the Lincoln C enables a dry-clutch derivative of Ford's PowerShift transmission for added efficiency and durability. A dry clutch transmits power and torque through manual transmission clutch facings, while most automatic transmissions utilize wet clutch plates submerged in oil. As a result, the dry-clutch PowerShift transmission does not require an oil pump or torque converter, providing superior mechanical efficiency.

 

"A dry clutch is a real sweet spot for lighter vehicle applications like the Lincoln C concept," said Piero Aversa, manager, Ford Automatic Transmission Engineering. "It is perfectly matched to this vehicle and engine. PowerShift is more efficient, it saves weight, is more durable, more efficient and the unit is sealed for life, requiring no regular maintenance."

 

Lincoln C weighs in at 2,750 lbs. due to a number of light-weighting measures, including the transmission. PowerShift, unlike conventional automatic transmissions, does not need the pound-adding torque converter or planetary gears. In addition, the dry-clutch derivative eliminates the need for the weighty pumps, hydraulic fluids, cooling lines and external coolers that wet clutch transmissions require. As a result, the dry-clutch PowerShift transmission showcased on the Lincoln C is nearly 30 pounds lighter than the four-speed automatic transmission featured on today's Focus.

 

Differentiating PowerShift even further in terms of its customer appeal is its shift quality, launch feel and overall drive dynamic, which are all facilitated by an expert blend of Ford-exclusive electro-mechanical systems, software features, calibrations and controls. These unique driving features include:

 

• Neutral coast down – The clutches will disengage when the brakes are applied, improving coasting downshifts and clutch robustness as well as reducing parasitic losses for increased fuel economy.

 

• Precise clutch control in the form of a clutch slip to provide torsional damping of the engine vibration – This function improves noise, vibration and harshness (NVH) at low engine speeds and enables lower lugging limits for improved fuel economy.

 

• Low-speed driving or creep mode with integrated brake pressure – This function simulates the low-speed control drivers are accustomed to from an automatic transmission. T he amount of rolling torque in Drive and Reverse is precisely controlled, gradually building as brake pressure is released.

 

• Hill mode or launch assist – Prevents a vehicle from rolling back on a grade by maintaining brake pressure until the engine delivers enough torque to move the vehicle up the hill, providing improved driver confidence, comfort, safety and clutch robustness.

 

# # #

 

LINCOLN C SHOWCASES THE FUTURE OF DRIVER INFORMATION AND IN-CAR CONNECTIVITY SYSTEMS

 

DETROIT, Jan. 12, 2009 – Powered by a sophisticated human machine interface (HMI) and forward-thinking in-car connectivity technologies, the Lincoln C concept reinvents the automobile as a customer's companion in life on and off the road.

 

Lincoln C's car-to-companion transformation is the result of an innovative melding of Ford's new signature HMI as well as a next-generation in-car connectivity features anchored by Ford's award-winning SYNC technology and a revolutionary new system that helps intuitively connect occupants with the vehicle, their mobile devices and even the outside world.

 

All interaction and information is offered up in a simple, intelligent format that keeps a driver informed – but not distracted.

 

Simple, Sophisticated Control

The foundation of Lincoln C's connectivity capabilities is Ford's signature HMI.

 

This intelligent interface makes useful and relevant information and functionality immediately available to the driver in a way that is logical, easy to use and completely integrated.

"Before technologies such as SYNC were even crystallized, we knew we had to create a way for people to interface with their vehicle and its myriad technologies and features that was more manageable and limitless in terms of its ability to incorporate new innovations as they come," said Gary Braddock, Ford's group chief designer. "Our HMI had to create for the auto world what the mouse is to the PC world."

 

Unique to Ford's HMI strategy is the seemingly simplistic approach to how and where information is displayed. All car-related information, for example, appears to the left of the speedometer, including fuel economy, trip information and vehicle diagnostics. Passenger-related functions, such as audio, climate, navigation and phone, appear to the right of the instrument cluster.

 

"The beauty of this system is that the way information is offered encourages you to explore deeper and deeper and discover – without fear or intimidation – just how much the product can do for you," said Braddock.

 

The system's integrated platform offers tried-and-true methods of information control – steering wheel switches, touch screens and voice-activation – which can be alternatively used by the driver depending on the task, desire for control and preference.

 

The set of steering wheel controls, one on the left to access the car-related information and another on the right for the people-related functions, uses a stereotypical five-way mapping similar to that found on most cell phones and MP3 players – up, down, left, right and a center OK button – creating instant familiarity for the user.

 

Ford's signature HMI also aligns cluster and center stack display technologies and graphic treatments for visual harmony and synchronized information delivery. In the case of the Lincoln C concept, the touch-screen center stack has a four-corner layout that includes phone in the upper left, audio in the lower left, navigation in the upper right and climate in the lower right.

 

"Our vision for HMI is to make a customer's transition from home, to car, to the office and back again be experienced as seamless and uncompromised," said John Schneider, global chief engineer responsible for HMI, Driver Controls and Infotainment. "We want our vehicles to give you exactly what you need, when you need it and how need it. And, we want to do it in a way that adds emotion, personality and excitement for the customer."

 

In-Car Connectivity

Lincoln C features the latest in terms of SYNC-enabled technologies, providing hands-free, voice-activated cell phone, text messaging, and digital media player integration as well as security and personalized convenience features such as 911 Assist and Vehicle Health Reports.

 

In addition, the in-vehicle communications system is expanded to include a proprietary plug-and-play network architecture that can use a Bluetooth-enabled phone to access Internet-based services such as traffic reports, turn-by-turn navigation, a 14-million-plus business directory listing, weather forecasts, the latest sports scores and more. Customers have the option to personalize this information.

 

This latest evolution of SYNC with the Traffic, Directions and Information feature is set to launch next year on nearly all 2010 Ford, Lincoln and Mercury vehicles.

 

"SYNC puts Ford in a sweet spot in terms of vehicle connectivity because it allows us to take the cockpit of a vehicle and open it up to our customers' personal devices, especially the mobile phone – which is considered by many as an extension of oneself," said Joseph Berry, a member of Ford's newly formed Consumer Service Organization and a lead architect of the company's emerging off-board services system.

 

In-Car Companion

Catapulting Lincoln C's in-car connectivity to an unprecedented level is the system that uses a life-like avatar to connect the driver to the vehicle and all the functionality offered through key systems such as Ford's signature HMI and SYNC.

 

This avatar – nicknamed "EVA" – lives on the Lincoln C instrument panel and can take on a personalized visual image and personality. It responds to conversational speech, eliminating the need for menus or learned voice commands. Plus, EVA expertly manages and initiates all vehicle and SYNC-enabled functions and information to the driver. The avatar can even sense a driver's mood through voice and drive style and respond appropriately with, for example, a favorite song suggestion from a SYNC-connected MP3 music library.

 

This unique system on the Lincoln C concept also offers in-car Internet access, allowing the avatar to surf the Web for the driver and read the morning's online news headlines or latest restaurant reviews, check e-mail, or access a friend's Facebook page. The system will even advise the driver when and where to refuel based on fuel level, driving habits, gas station locations and current prices.

 

"We've taken the notion of effective vehicle HMI and the user's experience to the next level," said Braddock. "Our system creates a method of organization and function in the vehicle that is intuitive, familiar and keeps the driver focused on driving, along with creating a personality within the vehicle that evokes emotion, a personal connection and a sense of confident control."

  

For the video; youtu.be/IIcrPA7d1rI

I wanted to try something new, Rose got the new body with more articulation in the bust. I hope the result is not tacky >o<. I also cut her hair, it's more manageable and modern like this, I think ?

 

Lingerie and shoes : Momoko

My favorite chair that I put everywhere : Ebay

sorry i haven't uploaded anything for more than a month!

i can't promise something will change and i'll start uploading more, but i've been doing my best at taking photos regularly.

 

overall, everything is okay.

school is manageable, but still stressful sometimes.

this week i photographed an advertisement for a big company, so that's good.

my boyfriend finally repaired his car that you can see in the photo above, so i decided to do a little shoot before it goes to sleep in the garage until spring.

 

i hope all is well for you, too :)

   

my website!

Railways of Great Britain

This start of another one of my collections, although I have posted a few in the past.

I have taken quite a few images over the years of Old Steam, Diesel and Electric engines and after sorting out probably 3,000 plus, I’ve now got it down to a more manageable number.

I’m starting with English Engines. Some of these images could be 25 years old. Many were transferred from negatives via a scanner so the quality will not be as good I would like. I have put them all through Photoshop to get rid of the most glaring issues

Apologies to those enthusiasts if I don’t get the right engine with the right Railway, they were taken a long time ago, some of them have moved on and my memory is not as good as it was.

Happy viewing.

 

Another cold wet Wintry day, strolling around The Glen shopping centre, debating what to have for lunch. I realise it is Saturday, and Shira Nui is open for lunch! All it takes is a quick phone call to confirm and book.

 

Because this is a sushi restaurant, our choices are easy. A Sushi Lunch Special and a Sashimi Lunch Special, oh and send us a plate of wagyu beef yakiniku. Yum!

 

The chawan mushi arrived first, and it was the silkiest, smoothest savoury egg custard I have ever had, again :) The chicken broth on top was rich and very tasty. So tasty, yet so hot, I burnt my tongue.

 

This was followed by 2 cold starters, a chewy crunchy konnyaku with a sesame sauce, and a peppery spaghetti salad with a light mayonnaise.

 

Then comes the beef! There is no better way to serve marbled wagyu beef that to sear it quickly, yakiniku style, to give it a nice burnt colour and melt some of the fat. Of course, the lesser cuts can be made into burgers, etc, but sometimes, we need a bit of luxury.

 

The fish is good as always, and today's sashimi included hiramasa kingfish, wild barramundi, tuna and salmon. The kingfish with shisho was good, but surprisingly Suzuran's kingfish sahimi seemed fresher with a distinct crunch to the flesh. The barammundi was good too, but the tuna, was soft, smooth and buttery. Very good! As always, the offcuts from the fish were tossed into the salad, dressed with sesame oil and vinegar.

 

On the sushi platter we had cod, according to Nishikura-san, salmon, tuna, wild barammundi, hiramasa kingfish, prawn, tamago (egg omelet). All very good.

 

Even on such a Wintry day, Shira Nui was full. For both sessions. Both the tables, and the counter were full. It is obvious that bookings, even on the day, are essential.

 

Shira Nui 不知火

247 Springvale Rd

Glen Waverley VIC 3150

(03) 9886-7755

Lunch Tue-Sat noon-2pm. Dinner Tue-Sun 6pm-10pm

 

Reviews:

- Shira Nui, by Dani Valent, Epicure, The Age May 22, 2007 Sit at the sushi counter. Order the omakase

- Shira Nui By Jane Faulkner, Epicure, The Age October 10, 2005 Shira Nui is worth crossing town for.

- Fusion without power By John Lethlean, The Age August 5 2003 At Shira Nui, only certain types of sushi will be delivered to the table, so fanatical is the chef. The full range is available only to a manageable group of sushi-bar diners. He makes; you eat immediately; then he makes again. This is the omakase menu, a sushi-only degustation that is the purest, most pleasurable dining experience I have had all year.

- Shira Nui ... again - TummyRumbles by mellie on May 17th, 2009

- Shira Nui - Miettas

Age Good Food Guide 2010 Score: 14.5/20

Age Good Food Guide 2009 Score: 14.5/20

Gourmet Traveller 2009 Australian Restaurant Guide "A nondescript Glen Waverley shopping strip is not the obvious place to seek boundarypushing Japanese food, but Shira Nui's camouflage partially explains its 'hidden treasure' status"

Age Good Food Guide 2008 Score: 15/20

Age Good Food Guide 2006 score 15/20

Age Good Food Guide 2005 score 14/20

AGFG 2004, score 14/20

- Shiranui - UrbanSpoon

- Shira Nui - Your Restaurants

Parola Armour Museum. Finland.

Музей бронетанковых войск в Парола, Финляндия

  

The Kliment Voroshilov (KV) tanks were a series of Soviet heavy tanks, named after the Soviet defense commissar and politician Kliment Voroshilov. The KV series were known for their extremely heavy armour protection during the early war, especially during the first year of the invasion of the Soviet Union in World War II. Almost completely immune to the 3.7 cm KwK 36 and howitzer-like, short barreled 7.5 cm KwK 37 guns mounted respectively on the early Panzer III and Panzer IV tanks, until better guns were developed often the only way to defeat a KV was a point-blank shot to the rear. Prior to the invasion, about 500 of the over 22,000 tanks in Soviet service at the time were of the KV-1 type. When the KV-1 appeared, it outclassed the French Char B1, the only heavy tank used in the world at that time. Yet in the end it turned out that there was little sense in producing the expensive KV tanks, as the T-34 medium tank performed better (or at least equally) in all practical respects. Later in the war, the KV series became a base of development of the Iosif Stalin tanks.

Development

After disappointing results with the multi-turreted T-35 heavy tank, Soviet tank designers started drawing up replacements. The T-35 conformed to the 1920s notion of a 'breakthrough tank' with very heavy firepower and armour protection, but suffered from poor mobility. The Spanish Civil War demonstrated the need for much heavier armor on tanks, and was the main influence on Soviet tank design just prior to World War II.

 

Several competing designs were offered, and even more were drawn up prior to reaching prototype stage. All had heavy armour, torsion-bar suspension, wide tracks, and were of welded and cast construction. One of the main competing designs was the SMK, which in its final form had two turrets, mounting the same combination of 76.2 mm and 45 mm weapons. The designers of the SMK independently drew up a single-turreted variant and this received approval at the highest level. Two of these, named after the People's Defence Commissioner were ordered alongside a single SMK. The smaller hull and single turret enabled the designer to install heavy frontal and turret armour while keeping the weight within manageable limits.

   

When the Soviets entered the Winter War, the SMK, KV and a third design, the T-100, were sent to be tested in combat conditions. The KV outperformed the SMK and T-100 designs. The KV's heavy armour proved highly resistant to Finnish anti-tank weapons, making it more difficult to stop. In 1939 production of 50 KV was ordered. During the War, the Soviets found it difficult to deal with the concrete bunkers used by the Finns and a request was made for a tank with a large howitzer. One of the rush projects to meet the request put the howitzer in a new turret on one of the KV tanks.

 

Initially known as Little Turret and Big turret, the 76-mm-armed tank was designated as the KV-1 Heavy Tank and the 152 mm howitzer one as KV-2 Heavy Artillery Tank.

 

The KV's strengths included armor that was impenetrable by any tank-mounted weapon then in service except at point-blank range, that it had good firepower, and that it had good traction on soft ground. It also had serious flaws: it was difficult to steer, the transmission (which was a twenty year old Caterpillar design) was unreliable (and was known to have to be shifted with a hammer),[6] and the ergonomics were poor, with limited visibility and no turret basket. Furthermore, at 45 tons, it was simply too heavy. This severely impacted the maneuverability, not so much in terms of maximum speed, as through inability to cross many bridges medium tanks could cross. The KV outweighed most other tanks of the era, being about twice as heavy as the heaviest contemporary German tank. KVs were never equipped with a snorkeling system to ford shallow rivers, so they had to be left to travel to an adequate bridge. As applique armor and other improvements were added without increasing engine power, later models were less capable of keeping up to speed with medium tanks and had more trouble with difficult terrain. In addition, its firepower was no better than the T-34. It took field reports from senior commanders "and certified heroes", who could be honest without risk of punishment, to reveal "what a dog the KV-1.

By 1942, when the Germans were fielding large numbers of long-barrelled 50 mm and 75 mm guns, the KV's armor was no longer invincible. The KV-1's side, top, and turret armor could also be penetrated by the high-velocity MK 101 carried by German ground attack aircraft such as the Henschel Hs 129, requiring the installation of additional field-expedient appliqué armour. The KV-1's 76.2 mm gun also came in for criticism. While adequate against all German tanks, it was the same gun as carried by smaller, faster, and cheaper T-34 medium tanks. In 1943, it was determined that this gun could not penetrate the frontal armour of the new Tiger,the first German heavy tank, fortunately captured near Leningrad. The KV-1 was also much more difficult to manufacture and thus more expensive than the T-34. In short, its advantages no longer outweighed its drawbacks.

 

Nonetheless, because of its initial superior performance, the KV-1 was chosen as one of the few tanks to continue being built following the Soviet reorganization of tank production. Due to the new standardization, it shared the similar engine (the KV used a 600 hp V-2K modification of the T-34's V-2 diesel engine) and gun (the KV had a ZiS-5 main gun, while the T-34 had a similar F-34 main gun) as the T-34, was built in large quantities, and received frequent upgrades.

When production shifted to the Ural Mountains 'Tankograd' complex, the KV-2 was dropped. While impressive on paper, it had been designed as a slow-moving bunker-buster. It was less useful in highly mobile, fluid warfare that developed in World War II. The turret was so heavy it was difficult to traverse on non-level terrain, and it was expensive to produce. Only about 300 KV-2s were made, all in 1940-41, making it one of the rarer Soviet tanks. Many KV-2s were later converted into KV-1s.

As the war continued, the KV-1 continued to get more armour to compensate for the increasing effectiveness of German weapons. This culminated in the KV-1 model 1942 (German designation KV-1C), which had very heavy armour, but lacked a corresponding improvement to the engine. Tankers complained that although they were well-protected, their mobility was poor and they had no firepower advantage over the T-34 medium tank.

 

In response to criticisms, the lighter KV-1S (Russian language: КВ-1С) was released, with thinner armour and a smaller, lower turret in order to reclaim some speed. Importantly, the KV-1S also had a commander's cupola with all-around vision blocks, a first for a Soviet heavy tank. However, the thinning-out of the armor called into question why the tank was being produced at all, when the T-34 could seemingly do everything the KV could do and much more cheaply. The Soviet heavy tank program was close to cancellation in mid-1943.

 

The appearance of the German Panther tank in the summer of 1943 convinced the Red Army to make a serious upgrade of its tank force for the first time since 1941. Soviet tanks needed bigger guns to take on the growing numbers of Panthers and the few Tigers.

 

A stopgap upgrade to the KV series was the short-lived KV-85 or Objekt 239. This was a KV-1S with a new turret designed for the IS-85, mounting the same 85 mm D-5T gun as the SU-85 and early versions of the T-34-85; demand for the gun slowed production of the KV-85 tremendously and only 148 were built before the KV design was replaced. The KV-85 was produced in the fall and winter of 1943-44; they were sent to the front as of September 1943 and production of the KV-85 was stopped by the spring of 1944 once the IS-2 entered full scale production.

Successor

 

A new heavy tank design entered production late in 1943 based on the work done on the KV-13. Because Kliment Voroshilov had fallen out of political favour, the new heavy tank series was named the Iosif Stalin tank, after Iosif (Joseph) Stalin. The KV-13 program's IS-85 prototype was accepted for production as the IS-1 (or IS-85, Object 237) heavy tank. After testing with both 100 mm and 122 mm guns, the D-25T 122 mm gun was selected as the main armament of the new tank, primarily because of its ready availability and the effect of its large high-explosive shell when attacking German fortifications. The 122mm D-25T used a separate shell and powder charge, resulting in a lower rate of fire and reduced ammunition capacity. While the 122mm armour piercing shell had a lower muzzle velocity than similar late German 7.5 cm and 8.8 cm guns, proving-ground tests showed that the 122mm AP shell could defeat the frontal armour of the German Panther tank, and the HE shell would easily blow off the drive sprocket and tread of the heaviest German tank or self-propelled gun. The IS-122 replaced the IS-85, and began mass production as the IS-2. The 85 mm gun saw service in the lighter SU-85 and T-34-85.

 

Some KVs remained in service right up to the end of the war, although in greatly diminishing numbers as they wore out or were knocked out. The 260th Guards Heavy Breakthrough Tank Regiment, based on the Leningrad front, operated a number of 1941-vintage KV-1s at least as late as the summer of 1944 before re-equipping with IS-2s. A regiment of KVs saw service in Manchuria in August 1945, and a few KV-85s were used in the Crimea in the summer of 1944. The Finnish forces had two KVs, nicknamed Klimi, a Model 1940 and Model 1941, both of which received minor upgrades in their service, and both of which survived the war. A single captured KV-2 was used by German forces in 1945 against US forces in the Ruhr.

 

Specifications (KV-1 Model 1941)

Weight - 45 tonnes

Length - 6.75 m (22 ft 2 in)

Width - 3.32 m (10 ft 11 in)

Height -2.71 m (8 ft 11 in)

Crew - 5

Armour - 90 mm maximum

Main armament -76.2 mm model F-34 gun

Secondary armament - 3× or 4× DT machine guns

Engine - 12-cylinder diesel model V-2 600 hp (450 kW)

Power/weight - 13 hp/tonne

Suspension - Torsion bar

Operational range - 335 km

Speed - 35 km/h (22 mph)

Mississippi River - Down Town Memphis TN

251 Riverside Dr.

Memphis, TN 38103

 

www.cherokeehistorical.org/unto-these-hills/trail-of-tear...

Unto These Hills Outdoor Drama Retells the Trail of Tears in Cherokee, NC

 

Millions of visitors have attended Unto These Hills, presented by the Cherokee Historical Association, which tells the story of the Cherokees and the Trail of Tears. Taken from the pages of history, the play by Kermit Hunter follows the story of the Cherokee of the Eastern region up to their removal via the Trail of Tears to Oklahoma. The drama includes notable Cherokee historical figures, including Junaluska, Tsali, and Yonaguska.

 

What was the Trail of Tears?

Taking place in the 1830s, the Trail of Tears was the forced and brutal relocation of approximately 100,000 indigenous people (belonging to Cherokee, Creek, Chickasaw, Choctaw, and Seminole, among other nations) living between Michigan, Louisiana, and Florida to land west of the Mississippi River. Motivated by gold and land, Congress (under President Andrew Jackson) passed the Indian Removal Act by a slim and controversial margin in 1830. The Cherokees resisted removal through every possible means. Even Junaluska, who had saved Andrew Jackson’s life at the Battle of Horseshoe Bend, traveled to Washington to plead the Cherokee’s cause, but Jackson would not see him.

  

The Treaty of New Echota

In 1835, the Treaty of New Echota was signed by a minority of Cherokees, including Major Ridge, John Ridge, and Elias Boudinot, in an act of absolute betrayal (the three were assassinated by other Cherokee in 1839). Major Ridge claimed to represent the Cherokee Nation, but he was only considering a small group of people. The Treaty would give Cherokee land west of the Mississippi to the US in exchange for $5,000,000. In 1836, the U.S. Congress ratified the treaty (by one vote in the Senate) and gave Cherokees two years to remove themselves. Meanwhile, the U.S. Army began constructing stockades in preparation for the removal, which would become known as the Trail of Tears.

 

The Forced Removal of the Cherokee People

The Cherokee Nation rejected the Treaty of New Echota. As a result, between May 1838 and March 1839, federal soldiers and state militia rounded up 16,000 Cherokees from Tennessee, Georgia, Alabama, and North Carolina, taking them to stockades, and forcing them to get on boats and then march to Indian territory, present-day Oklahoma. At least 4,000 Cherokees died—one quarter of the population—and many were buried in unmarked graves. This devastating chapter in American history is known as the Trail of Tears.

 

Cherokee Heroes Emerged

One group of Cherokees, the Oconaluftee Citizen Indians, remained in North Carolina. Sixty families, led by Yonaguska, Long Blanket, and Wilnota, had land in their own names under the Treaties of 1817 and 1819. They lived sober, industrious lives, and were able to successfully appeal to the North Carolina legislature to remain on their lands, mostly near the Oconaluftee River.

 

During removal, three to four hundred Cherokees hid in the wooden mountains of Western North Carolina. In November of 1838, Tsali and his family killed two soldiers who were attempting to capture them. Tsali and his family became fugitives from the federal government. Aided by William Holland Thomas (Yonaguska’s adopted son), the American soldiers found Tsali. Tsali agreed to give himself up and be executed so that other Cherokees would be allowed to stay in their homes in the mountains.

 

Honoring the Cherokee Nation

All together, about a thousand Cherokees, including those who stayed in the mountains or made their way back from the Trail of Tears, became the ancestors of today’s Eastern Band of Cherokee Indians. Today, the Eastern Band of Cherokee Indians is a sovereign nation with over 14,000 members.

 

Visit the Museum of the Cherokee Indian to experience the story of the Trail of Tears through artifacts, artwork, audio narration, and life-sized figures.

 

Tickets for Unto These Hills in Cherokee, NC

Unto These Hills is a powerful retelling of Cherokee history, in a narrative about the Trail of Tears that is heartbreaking and hopeful. As one of the oldest outdoor dramas in the United States, it has been stirring audiences since the very first production opened in the Cherokee Mountainside Theater in 1950. We hope you will see it for yourself and be transformed by the vibrant and enduring spirit of the Cherokee people. Purchase tickets for your whole family to see Unto These Hills through the Cherokee Historical Association Box Office, by phone at 866.554.4557, or online.

 

www.cherokeehistorical.org/unto-these-hills/trail-of-tear...

 

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visitcherokeenc.com/play/attractions/

* Cherokee North Carolina *

Discover the fun of seeing the world through Cherokee eyes.

 

It might happen on a mud-spattering romp through the nearby Great Smoky Mountains. Or while hearing the creation legend in the Museum of the Cherokee Indian. You’ll be having fun in Cherokee, relaxing, and suddenly, you’re a little more in tune with the natural world. With just one visit to something as profound as the outdoor drama “Unto These Hills,” you can’t help but look at things a little differently. And you’ll certainly have more fun. How will Cherokee affect you? Plan. Play. Visit. And discover.

 

Play

Attractions

•Museum of the Cherokee Indian

•Oconaluftee Indian Village

•Qualla Arts and Crafts Mutual, Inc.

•“Unto These Hills” Outdoor Drama

•Sequoyah National Golf Club

•Harrah's Cherokee Casino Resort

 

Adventures that go deeper.

Each place you visit in Cherokee pulses with the stories and significance of a people whose roots run deep and whose ancient wisdom is fascinating to uncover. Nestled in the lush landscapes of Western North Carolina, Cherokee invites you to smell the wood smoke and open your ears. If you listen closely, maybe you can hear the chanting of the little Nunnehi people of the mountain peaks. No need to resist Cherokee’s invitations to dive right in. Fire off a blowgun if you dare, but make sure your spouse is in the clear. As you cast your line into the trout-filled rivers or wash your face in the sweet spray of a waterfall, let the powerful feelings of Cherokee carry you. Even if it’s just for a day or two.

 

Open your eyes with us.

A virtual treasure trove of outdoorsy fun awaits in Cherokee. Activities gain new dimensions as you become aware of their origins, steeped in a vibrant cultural heritage. For instance, if you enjoy birding, you may never see the cardinal in the same way after learning about the legend of how it got its scarlet color–just as you may observe in a new way the copper lines in the ancient boulders along the banks of the Oconaluftee where you may be fishing, tubing or kayaking. Did you know that the wolf showed the cardinal those copper lines to paint herself with after she pecked the mud from his eyes? These are stories you and your fellow travelers will learn as you explore Cherokee.

 

Awaken your power animal.

Cherokee history, song, dance, and period regalia come to vivid life in sites such as the Oconaluftee Indian Village, the outdoor drama “Unto These Hills,” or the Museum of the Cherokee Indian. Cherokee hosts a variety of annual cultural festivals throughout the year where you can share in the celebration of colorful customs and learn about ancient beginnings.

 

Let your braids fly in downtown Cherokee.

Nostalgic shops offering blowguns and tomahawks, comfy motor lodges, family fun parks, and petting zoos can all be found in downtown Cherokee, NC. If you’re looking for something extraordinary, consider playing the 18-hole Sequoyah National Golf Course designed by Robert Trent Jones II, then staying at Harrah’s Cherokee Casino Resort.

  

visitcherokeenc.com/play/attractions/

 

A lot of fun here is priceless. Here are a few adventures you'll need to purchase.

 

* Fire Mountain Trails

The Fire Mountain Trails are Cherokee’s newest source for big adventure—a multiuse trail system that’s made to mountain bike, hike, or run. The...

Learn More

 

The network of trails is more than 10.5 miles total, so there’s plenty of room for everyone to recreate safely, responsibly…and flowy?

 

That’s right—if you like your trails with a nice flow of features, with fun berms and quick hits of elevation that are manageable and fun, Fire Mountain is made for you. You’ll find tables, rock gardens, and blinds for those who know, along with single-track and wider sections, spots that are smooth and fast, and trails that invite the more technically accomplished with options for those less so. The trailhead is located about 100 yards from the Oconaluftee Indian Village in Cherokee and shares a parking lot. The trails interlace through the nearby Great Smoky Mountains, so you already know the views and terrain will take your breath away, even if your recreation of choice doesn’t!

 

Is it the flowiest trail in the east? Better than Ridgeline? Check the video or better yet, judge it for yourself during an overnight stay in Cherokee. Trails are free of charge, and open every day, all day.

  

* Museum of the Cherokee Indian

The Museum of the Cherokee Indian, named “One of the top ten native sites east of the Mississippi” by Cowboys & Indians Magazine, is open year...

Buy Tickets

 

The Museum of the Cherokee Indian is “A Model for Museums.” And like the Cherokee people themselves, it’s entirely unique.

 

Experience the 11,000-year-old Cherokee story vividly. If your idea of a museum includes dusty displays tended by a boring curator, get ready to rediscover what a museum can be. Inspired by the beauty and ingenuity of the Cherokee people, this is a cultural and historical tour without equal, one fused with interactive video, intriguing displays, and a full sensory experience. Step through our doors and discover up close the Cherokee people’s spirit of inventiveness, resilience, and will to survive. Let yourself be guided through a moving journey that illustrates who the people of Cherokee really are, where they came from, and why they’re still here. Keep a hankie close; Cherokee history is serious stuff.

 

Bringing a group to the area?

Ask about packages and “Cherokee Experiences” for groups, including Cherokee language courses, teacher workshops, and performances by the Warriors of AniKituhwa. The Museum of the Cherokee Indian is fully handicapped accessible throughout its exhibits, new education and research wing, and restrooms.

 

“One of the top ten native sites east of the Mississippi.” - Kevin Gover, Director, National Museum of the American Indian.

 

“The Museum of the Cherokee Indian is revolutionary in its ability to tell stories, and should be a model to other museums that are struggling to engage their audience with their message.”– Van Romans, Walt Disney Imagineering, Glendale, California.

 

Hours of Operation:

OPEN: 7 days/week year-round. Closed on Thanksgiving Day, Christmas Day, and New Year’s Day.

Summer Hours: (Jun–Aug): 9 a.m.–7 p.m. Monday-Saturday, 9 a.m.–5 p.m. Sundays.

 

Winter Hours: (Sep–May): 9 a.m.–5 p.m. Monday-Sunday.

 

ADMISSION: Adults $11; Children (ages 6–12) $7; Children 5 and under admitted free.

 

GROUPS: Group rates and custom itineraries available. The “Cherokee Group Experience” is available for groups of 20 or more.

DISCOUNTS: Enjoy our AAA “Show Your Card & Save” discount. Show your AAA card and receive 10% off admission at the Museum of the Cherokee Indian.

AARP discounts also available.

LOCATION: 589 Tsali Blvd. Cherokee, NC, at the intersection of Tsali Blvd. and Drama Road.

 

Executive Director: Bo Taylor | botaylor@cherokeemuseum.org

Membership: Joyce Cooper | jcooper@cherokeemuseum.org

Education: Barbara Duncan | bduncan@cherokeemuseum.org

Reservations: Dawn Arneach | arneach@cherokeemuseum.org

Museum Store: Amber Treadway | atreadway@cherokeemuseum.org​

 

Warriors of AniKituhwa | bduncan@cherokeemuseum.org

 

Member of Southern Highlands Attractions | southernhighlands.org

 

828.497.3481

  

Fish Cherokee

Welcome to the most pristine, well-stocked waters east of the Mississippi. Here, you can fill your livewell or basket with more than just fish. This...

Buy Fishing Permit

 

Oconaluftee Indian Village

Travel back to the 18th century in the Oconaluftee Indian Village and witness the struggle between the Cherokee and early European settlers in “A...

Buy Tickets

 

* “Unto These Hills” Outdoor Drama

Take a seat beneath the stars and prepare yourself for a Cherokee story. Filled with action, betrayal, love, and suspense, “Unto These Hills” portrays...

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The original “Unto These Hills” drama is back.

Now, with extra drama.

 

Since its debut on July 1, 1950, “Unto These Hills” has entertained over six million people, telling the Cherokees’ rich story from 1780 to the twenty-first century. And for the first time in over a decade, that original production—updated for cultural sensitivity and extra stage drama—is back. Yes, the original Kermit Hunter version of “Unto These Hills” is being performed live again, under the stars, at the Mountainside Theatre.

 

Does a story thousands of years old require spoiler alerts?

If so, consider yourself alerted.

 

This story has action. Violence. Bitter disappointments and broken agreements. You’ll see triumph and tribulation. But you’ll also see the hardships of Cherokee history—so be warned. Though a family-friendly production, this is a “keep you on the edge of your seat” experience audiences see and feel. Through amazing imagery, and even some pyrotechnics, one thing’s for certain: you’ll emerge thrilled by the beauty and astounding courage of the Cherokee people.

 

Bring a blanket and someone to hold hands with.

 

As you enjoy the fresh air and the 2,100-seat, newly renovated Mountainside Theatre, it’s easy to be transported as the story unfolds thrillingly before your eyes. Join us and experience the power of Cherokee performing arts in a production certain to move you. It might be the perfect way to end your day before a comfortable bed in Cherokee calls your name.

 

WHERE:

“Unto These Hills” is performed at the Cherokee Mountainside Theatre, located at 688 Drama Road. Free parking for “Unto These Hills” ticket holders.

 

DATES:

The 2018 season runs from June 2 to August 18.

 

TIMES:

The show starts at 8:00 p.m. nightly. The theatre is closed on Sundays.

 

“Unto These Hills” General Admission Prices:

 

Adults: $25.00

Children 6–12: $15.00

Children 5–under: FREE

 

“Unto These Hills” Reserved Ticket Prices

Adults: $28.00

Children 6–12: $18.00

Children 5–under: FREE

 

VIP Ticket Prices

All ages: $40.00

 

Rain Insurance is $3.00 per ticket. Call the box office to get rain insurance with your ticket order up to the day before the show.

 

Purchase your tickets now.

Cherokee Mountainside Theatre Group Prices:

Discounts are available for groups of 15 or more. Custom itineraries can be made to include other cultural attractions and/or events. Groups are encouraged to make advance reservations and must pay in full at least two weeks prior to date of arrival. Cancellations must be made two weeks in advance to receive a refund.

 

For any questions on group information please call 828.497.2111 ext. 215 or 866.554.4557 or contact us via email to ChaSales@cherokeeadventure.com.

 

Other ways to purchase tickets: To purchase tickets by phone, call toll free 866.554.4557. Tickets are also available at the Cherokee Historical Association Box Office at 564 Tsali Blvd., across the street from the Museum of the Cherokee Indian (off Highway 441N), from 9:00 a.m.–4:00 p.m., and at the Mountainside Theatre (during summer season; located at 688 Drama Road) from 4:00 p.m. until showtime. Paid reservations are held for late arrival. All tickets are held at the box office (cash, Visa, and MasterCard are accepted). We do not accept personal checks at any of our box office locations.

866.554.4557

 

* Qualla Arts and Crafts Mutual, Inc.

It’s difficult to find authentic, handcrafted art in today’s world. Luckily, it has been a Cherokee tradition for centuries. Qualla Arts and Crafts...

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Welcome to Qualla Arts and Crafts Mutual, Inc. Who wouldn’t want a piece of Cherokee art to take home?

 

Cherokee art curators and collectors, rejoice. If you’re seeking authentic Cherokee arts and crafts, you’ve come to the largest home for it east of the Mississippi. Be it weaponry, the decorative beauty of beadwork, the intricate skill of finger weaving, or the sublime self-expression of wood and stone carving, it’s here, waiting to go home with you.

 

Timeless beauty captured in shape and texture.

 

In our world of mass production, it’s a welcome sight to behold something beautifully handmade in Cherokee. As you touch the smooth wood of the dramatic masks used in traditional dance rituals or the cool clay of the wedding jugs, you are reminded of the power of your own hands. Remember? Your fingers can do a lot more than navigate an iPhone touch screen or flip channels on a remote control. No reality TV here; this is a refreshing reality of a time past, preserved and carried on in the hands of present-day Cherokee craftsmen. Founded in 1946 with the purpose of preserving and advancing Cherokee arts and crafts, Qualla Arts and Crafts Mutual, Inc. is the oldest and leading Native American Arts cooperative in the United States.

 

When and where to enjoy Cherokee arts and crafts:

 

Season: Open year-round. Closed Thanksgiving, Christmas, and New Year’s Day.

 

Summer hours: (June–mid-August): 8:00 a.m.–7:00 p.m. Monday through Saturday;

8:00 a.m.–5:00 p.m. Sunday.

 

Winter hours: (September–May): 8:00 a.m. – 4:30 p.m. Monday through Saturday;

9:00 a.m.–5:00 p.m. Sunday. Closed Sundays in January and February.

 

Location: 645 Tsali Blvd. (Across the street from the Museum of the Cherokee Indian)

 

Phone: 828.497.3103

 

Admission: Showroom and gallery are FREE and open to the public during business hours.

 

Additional Cherokee Arts and Crafts Events

70th Anniversary Celebration

August 23, 2016

 

828.497.3103

 

* Sequoyah National Golf Club

Experience the breathtaking surroundings and long-range views of Sequoyah National Golf Club. Here, our exquisitely beautiful mountain course...

Book Tee Times

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* Harrah’s Cherokee Casino Resort

While in Cherokee, don’t miss your chance to experience one of the finest casinos in the Southeast. Harrah’s features over 21 stories of...

Book A Room

 

visitcherokeenc.com/play/attractions/

  

www.visitnc.com/

Spring FlourishSpring is the perfect time for new beginnings. Burst into the season with a hike up a 6,000-foot mountain. Sign up for your first surf lesson ever. Walk in the footsteps of history. Whatever it is that you’re into, let spring be your guide to a first you’ll never forget in North Carolina.

 

www.visitnc.com/

  

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Smoky Mountains

CHAMABER OF COMMERCE

 

* Cherokee SMOKIES *

The ancestral homeland of the Cherokee Indians offers

natural beauty, family attractions, outdoor activities and the

rich history of the Great Smoky Mountains.

 

www.cherokeesmokies.com/

 

** Events for March **

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

  

* Cherokee Heritage Day

Date(s): Mar 10, 2018

When: 10:00 am to 5:00 pm

Where: Museum of the Cherokee Indian

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* Fourth Annual Boy Scouts of America Bass Fishing Tournament

Date(s): Mar 10, 2018 - Mar 11, 2018

Where: Fontana Marina

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* Back Porch Old Time Music Jam

Date(s): Mar 17, 2018

When: 1:00 - 3:00 pm

Where: Oconaluftee Visitor Center, Cherokee

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* Easter Weekend

Date(s): Mar 30, 2018 - Apr 01, 2018

Where: Fontana Village Resort

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* Peanuts the Easter Beagle Express Train Event

Date(s): Mar 30, 2018 - Mar 31, 2018

When: 11:00 am daily

Where: Great Smoky Mountains Railroad, Bryson City

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* KOA Fishing Tournament

Date(s): Mar 31, 2018 - Apr 01, 2018

When: 6:00 am to Sunday, April 1 at 4:00 pm

Where: Cherokee KOA Big Cove Rd

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

* Cherokee’s Annual Opening Day Fishing Tournament

Date(s): Mar 31, 2018 - Apr 01, 2018

When: one hour before sunrise and end one hour after sunset each day

Where: rivers on the Qualla Boundary (excluding the 2.2 miles of catch-and-release waters

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=3&cal_y=2018

 

** Events for April **

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Easter Weekend

Date(s): Mar 30, 2018 - Apr 01, 2018

Where: Fontana Village Resort

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* KOA Fishing Tournament

Date(s): Mar 31, 2018 - Apr 01, 2018

When: 6:00 am to Sunday, April 1 at 4:00 pm

Where: Cherokee KOA Big Cove Rd

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Cherokee’s Annual Opening Day Fishing Tournament

Date(s): Mar 31, 2018 - Apr 01, 2018

When: one hour before sunrise and end one hour after sunset each day

Where: rivers on the Qualla Boundary (excluding the 2.2 miles of catch-and-release waters

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Cherokee Heritage Day

Date(s): Apr 14, 2018

When: 10:00 am to 5:00 pm

Where: Museum of the Cherokee Indian

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Spring Hike Week

Date(s): Apr 15, 2018 - Apr 19, 2018

Where: Fontana Village Resort

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Young Children’s Fair

Date(s): Apr 17, 2018

When: 4:00 pm to 7:00 pm

Where: Cherokee Indian Fair Grounds

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Spring Garden Fair

Date(s): Apr 20, 2018

When: 12:00 pm to 6:00 pm

Where: Cherokee Indian Fair Grounds

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Spring Garden Fair

Date(s): Apr 21, 2018

When: 9:00 am to 2:00 pm

Where: Cherokee Indian Fair Grounds

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

* Back Porch Old Time Music Jam

Date(s): Apr 21, 2018

When: 1:00 - 3:00 pm

Where: Oconaluftee Visitor Center, Cherokee

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

 

Fontana Disc Golf Spring Championship

Date(s): Apr 29, 2018

When: 10am

Where: Fontana Village Resort

Visit site for More Info

www.cherokeesmokies.com/events.php?cal_m=4&cal_y=2018

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~ Samuel F Campbell

BOX DATE: 1999

MANUFACTURER: Mattel

DOLLS IN LINE: Barbie; Skipper; Ken; Teresa; Christie; Steven; Midge

BODY TYPE: 1966; molded B print panties; Twist 'n Turn waist; straight arms; bend & snap legs

HEAD MOLD: 1998 "Generation Girl"; pierced ears

 

***My doll is wearing 2000 Dreamy Touches Fashions #68089-93.

 

PERSONAL FUN FACT: Hawaii Barbie was one of the most interesting finds from the "Teresa lot" of 2016! I have a very special place in my heart for this collection, since growing up, I briefly owned Hawaii Teresa. Not to mention, Skipper was always considered to be one of the most beautiful ones in my sister's Skipper collection. I remember how much Teresa always took my breath away. Even though I didn't own her long, I could never forget her stunning face. These Hawaii dolls are very distinctive, even when they aren't wearing their signature Hawaiian flower print swimsuits. They have really beautiful eyes, with lots and lots of eyelashes. They remind me a bit of the Florida Vacation dolls (but in my opinion, the Hawaii line is prettier overall). I spotted Barbie amongst the hoards of other dolls from the same lot, and I knew instantaneously who she was. Of course, like always I double checked. I especially found it curious that she had purple stud earrings when she wears a pink swimsuit. Anyways, this Barbie is a particularly unique variation. Both of my Hawaii Teresa dolls look different from one another. One has a more muted appearance, whereas the other gal's features are very bold and pop out (same country make though if I'm not mistaken). Anyways, this Barbie, like one of my Teresa dolls, has more muted features. It's interesting to look at her, since her skin is so very tan, but her eye paint is so faint. It almost looks like Barbie is radiating when I look at her--I guess her tan really does make her glow! Barbie also has the loveliest hair--I love that it is saran, platinum blonde, and a nice, manageable short length. This doll is a real gem, and I'm sure if I had owned her when I was growing up, I would have been obsessed with playing with her.

Railways of Great Britain

This start of another one of my collections, although I have posted a few in the past.

I have taken quite a few images over the years of Old Steam, Diesel and Electric engines and after sorting out probably 3,000 plus, I’ve now got it down to a more manageable number.

I’m starting with English Engines. Some of these images could be 25 years old. Many were transferred from negatives via a scanner so the quality will not be as good I would like. I have put them all through Photoshop to get rid of the most glaring issues

Apologies to those enthusiasts if I don’t get the right engine with the right Railway, they were taken a long time ago, some of them have moved on and my memory is not as good as it was.

Happy viewing.

 

Refugees from Kobanê.

The refugee flow to the wealthy continent of Europe is just the tip of the iceberg. It's a minor crisis compared to the real refugee crisis hitting Iraq and Iraqi Kurdistan, where resources are not so plenty as in Europe. Belgium is not overwhelmed by a flood of refugees like Kurdistan. Many internal Iraqi refugees from areas which have been taken by IS flee to the Kurdish region in northern Iraq. Most refugees remain in the region, and within the sphere of influence of the conflicts of yesterday, today and tomorrow. Browse through these photos by photographer Baram Maaruf and you might get a better understanding of the scope of the "crisis" in Europe: limited and perfectly manageable. It's a not a "refugee crisis", but a crisis of "political will".

 

ARBAT IDP CAMP

Arbat Internally Displaced Persons (IDP) Camp is located outside the city of Sulaymaniyah in Iraq's Kurdistan Region. It is one of the most overcrowded refugee camps in Iraq. The camp was supposed to house 800 displaced Iraqi families, but now there are more than 2000 families (23.000 people). In each tent there are several families. It was established for Syrian refugees as a transit camp, but it turned into a camp for internally displaced Iraqi refugees. As the crisis in Iraq enters its second year with no political or military solution in sight, the government and aid groups are being forced to seek longer-term humanitarian solutions for the more than three million displaced by violence across the country.

 

ASHTI CAMP

It’s a short drive to a new camp location just five km away: Ashti Camp. UNHCR and its partners began to move residents to better-equipped facilities in June 2015. Ashti camp, was recently completed and will eventually accommodate some 1000 families who will be moved from Arbat Internally Displaced Persons (IDP) camp. They are displaced Iraqis sheltering in Iraq's Kurdistan Region. It looks like the foundation of a new village. Instead of pitched upon packed earth, tents here rest on poured concrete foundations. Plumbing is underground and electric wiring runs along poles that neatly follow the camp's grid layout.

 

ARBAT PERMANENT CAMP

The third refugee camp is a permanent camp for 6000 Syrian refugees, mainly Kurds from Kobani and Qamishlo. It looks like a village with paved roads, electricity wires, shops, little brick houses. Even though the whole “village” looks miserable, it is much “better” compared to Arbat Internally Displaced Persons (IDP) camp.

Yes, I've gained ALL the weight back I lost before COVID. Every pound. F*ck it.

 

Ukraine flag on the t-shirt and the house (along with an Afghanistan flag). Because I care.

 

We rode to the Trask River Campground, a TIllamook County Park where we camped in our trailer two months ago, and from there, intended to pick a gravel road to explore. At the pit toilets, we met a very nice guy, Wesley, on his Africa Twin. After chatting about our intentions, he said he'd just come over from Nestucca River Road and would be happy to go that same route back and show us the way. It was just 14 miles, with just one really challenging section, but otherwise, it was VERY manageable. We said goodbye to Wesley at Nestucca road and then we did a loop over Bald Mountain before heading back home. Very nice 150 mile ride in total.

 

Here's our tracks: www.google.com/maps/dir/Gales+Creek,+OR/Trask+River+Count...

 

Here are maps and descriptions of my favorite local scenic routes / day trips for motorcyce near the greater PDX metro area: coyotebroad.com/travel/motorcycle/routes_local.shtml

LR-14910 - Slightly disappointed with myself here, didn't check the ISO set at 400, the Helios on extension tubes needs to be 100 or 200 and with overcast skies the hundred would have turned out better, so a slight tweak in light room to bring it up a little.

Well it has been raining for a few days on and off, yesterday was a whole day of fine annoying drizzle, but the fine droplets make for some great droplets, if only I could get them right, took about 15 different angles and slightly different light, so this was the best of the bunch for now.

 

Lightroom

EOS 7D + Helios 44M + 61mm of Helios 42mm extension tubes, flat Canon to 42mm converter

Somewhere around 60/80:1 magnification, but cannot find the ratio converter at the moment.

 

There is a huge room for improvement, such as using a hood to reduce the surrounding light, a way of reflecting more light on the subject and perhaps a steady hand or even a tripod. The set up is much more manageable than the bellows, as the tubes can come out for walks

 

Scavenger Challenge

16. The subject of your photo must be a NOUN (excluding names) beginning with "Mo..."

Since I have so many 2000s Barbies, I thought it was best to break my collection down into four videos. Each segment has roughly 50 dolls, so the length of the video is more manageable for me to film, and for you to watch. I am very passionate about 2000s Barbies, as some of my childhood favorites are from this time frame. I am incredibly nostalgic for many of the faces you will see in this video, and in my future installments. I hope you enjoy meeting all my dollies from the 2000s (this does not include Barbie's friends or family)! This video was filmed a few weeks ago, but I delayed uploading it until I had the other three segments filmed/edited, so they could all be up in a timely manner (that's why I sound sick in this video, even though I'm totally fine at the moment).

 

Video:

www.youtube.com/watch?v=858gVR5841o&feature=youtu.be

 

Dolls in photo, from left to right:

-2000 Barbie in India

-2001 Fun Treats Barbie

-2001 Travel in Style Barbie

-2001 Malibu Barbie

-2001 Let's Camp Gift Set Barbie

 

Bottom row:

-2001 Dolls of the World Princess Collection Princess of Ireland

-2001 Dolls of the World Princess Collection Princess of the Nile

-2001 Salon Surprise Barbie

-2001 College Style/School Style Barbie

-2001 Ring in the New Year Barbie