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1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
This 1955 Packard Clipper Super has sat out in front of a small Decatur auto-repair shop for quite some time now. It certainly has some potential. I hope they can do something with it.
auto.howstuffworks.com/1953-1956-packard-clipper4.htm
Packard's increasing inability in the 1950s to compete in the auto business was really a shame, since the '55s -- the first designs President James Nance and his managers had wholly controlled -- were the finest crop of cars Packard had produced since the war. But the 1955-1956 Packards would be the last built in Detroit.
A new body was not in the cards; that awaited a complete restyle and integration with Studebaker, planned for 1957. But Packard stylists did a splendid job with what they had, adopting a fashionable wraparound windshield, attractive new grillework, chic hooded headlights, new side and tail treatments, and a plethora of new colors and upholstery.
Series were shuffled again, with the DeLuxe four-door sedan now the base model topped by hardtops and sedans in the Super and new high-end Custom series.
Even more impressive was 1955 engineering. Leading the list of features was Torsion-Level suspension, an interlinked torsion-bar arrangement Nance acquired from a clever inventor, Bill Allison.
Operating on all four wheels, Torsion-Level was so impressive that Chrysler, which had planned to introduce torsion front suspension, put it off a year lest Packard claim its version was twice as good! A complicated electrical system allowed the suspension to correct for load and weight, and the interlinking of all four wheels provided truly extraordinary ride and handling, especially over very rough surfaces.
Combined with the new ride was potent new power that put Packard back into the horsepower race: oversquare, powerful V-8s, displacing 320 cubic inches in the Clipper DeLuxe and Super, and 352 on the Clipper Custom.
Handling the power was Packard's latest improvement on Ultramatic transmission, designed by engineer Forest McFarland and a young associate named John Z. DeLorean. Called Twin Ultramatic, it featured two ranges. For quick getaway, drivers would select an alternative Drive range that started out in Low, shifted to 1:1 ratio, and then locked into direct drive.
Clippers now did the all-important 0-60 leap in 11 to 12 seconds, keeping pace with the competition. Twin Ultramatic and the new engines were manufactured at an efficient, modernized plant in Utica, Michigan.
But this, like the lease of the Conner Avenue plant, presented another untimely expense. Historians have long questioned why Packard went to all the trouble. The Boulevard plant could have done the work of both.
Clippers were available with three-speed manual and overdrive transmissions, but Twin Ultramatic was vastly preferred, as was Torsion-Level.
Initially, the new suspension was not intended for Clippers, but at the last minute it went in as a $150 option on the top-end Custom. It proved so popular that dealers were soon ordering it on 75 percent of Clippers, so availability was extended to the Super.
"What a fantastic ride," wrote Pete Molson in Motor Trend's Clipper Custom road test. "Everything else dims by comparison." Floyd Clymer reported, "You can drive into a corner at high speed with this car and the body remains almost level. ... It was the most comfortable ride I've ever had." Car Life said, "[C]onventional and coil leaf springs leave much to be desired. ... Not only is the 1955 Packard safer than many of its contemporaries, but it is much more comfortable."
Great styling, potent V-8 power, a fabulous ride, two handsome hardtops with the Super Panama and Custom Constellation: On paper, the Clipper had everything it needed to compete handily.
Its sales were therefore all the more disappointing. Word got out fast about quality problems, from poor fit and finish to transmission and suspension shortcomings. Then dealers couldn't get the trim and color combinations they wanted.
AMC's refusal to consider a further merger combined with Studebaker's horrendous overhead and high break-even point to start rumors that Studebaker-Packard might soon be out of business. Customers and dealers deserted.
On top of all that was a blitz of new models from the competition, led by a revived Chrysler Corporation's most attractive cars in a generation. Clipper production fell short of 39,000 -- better indeed than 1954, but 1954 had been disastrous.
For the 1956 model year, Nance finally achieved his objective, announcing Clipper as a separate make and confining the Packard nameplate to luxury cars only. (Even the name of the division was changed to reflect the split.)
To his shock, the hard-pressed dealers revolted. "Packard," they said, was a needed sales tool on Clippers. Grumbling that they failed to grasp the big picture, Nance relented and granted the use of a small Packard script on Clipper trunklids. The dealers clamored to such a point that kits were offered to retrofit the script on early run Clippers lacking it.
The same line of sedans and hardtops was offered as in 1955, though the Custom series was discontinued in early '56 to make way for the Executive, which was marketed as a "true" Packard even though it used the Clipper bodies and engine. There were no wagons and no convertibles because the old body was in its last year.
Come what may, 1957 would see all-new cars. Nance's plan was a GM-like body-sharing program in which the Clipper would share the inner shell with the senior Studebakers.
The '56 Clippers featured Torsion-Level as standard on both Super and Custom. Before the model year was out, DeLuxes added it, too. A three-speed manual transmission was available but rarely ordered; Twin-Ultramatic dominated.
Clipper's sole engine was the 352-cubic-inch V-8, with 240 horsepower for DeLuxe and Super, 275 for the Custom. New options were electronic pushbutton controls for Twin Ultramatic; and Twin Traction, a limited-slip differential.
The cars were mildly facelifted, with a broad band for two-tone color running along the body sides, wrapped parking lights, a new grille, and fender skirts for the Constellation hardtop. To set off the rear, Dick Teague came up with a taillight he christened the "slipper" or "fish mouth," later popular among customizers.
Once again it was a fine package, but sales were worse than ever, and quality-control problems continued. Nance, meanwhile, was failing to find financing for the modernization and body-sharing programs needed to save the company.
Fighting to survive, he can perhaps be forgiven for giving up on a separate Clipper make. To engineering vice president Herb Misch, Nance minuted: "[W]e can build quality cars on the same line as the Clipper ... this, of course, will be cheaper than to set up two lines until our volume is substantially increased."
"The irony here," wrote Dwight Heinmuller and George Hamlin in the Automobile Quarterly Packard history, "was that Nance had had a two-line setup at [East Grand] Boulevard, and had walked away from it."
The late history of Packard is well known. After failing to finance his mission, Nance gave up and executed a management agreement in which Studebaker-Packard Corporation would be run by Curtiss-Wright, the aircraft engineering firm; he hung around long enough to help find new jobs for those of his colleagues who hadn't already left.
The new management abandoned Detroit, consolidating production at Studebaker in South Bend. A "Packard Clipper" came out in 1957, but it was really a Studebaker President with Packard features and '56 Clipper taillights. It was the last appearance of the Clipper name, and Packard itself died a year later.
The Clipper has always been underrated, except by Packard enthusiasts who know what they have. In its first incarnation, in 1941, it marked a brilliant transition of Packard styling hallmarks from the classic era to the envelope-body age, featured on some of the most luxurious Packards ever produced.
In its second life, the Clipper was a better car every year from 1953, and by 1956, it was one of the best in its field. Like the One Twenty of old, it stood on its own as one of the most refined and innovative cars of its day. Small wonder the survivors are desirable.
Owner Frank Livingston
Built by Oz Welch
Photographed at the Grand National Roadster Show 2009
(Frank passed away on Oct. 13th 2023)
Information from www.kustomrama.com
Photo by Fred R Childers photography
1949 Chevrolet Fleetline owned by Satan's Angels member Frank Livingston of San Leandro, California. Frank bought the car in 1952, while working for San Leandro's Begier Studebaker. One day, at work, bringing a car to Len's Paint Shop in Oakland, Frank spotted the painters' personal car, a mildly customized 1949 Chevrolet Fleetline sitting outside the shop. The car had been nosed and decked, and the stock taillights had been replaced by 1951 Pontiac units. It was lowered, fit with flipper hubcaps and painted Oldsmobile green. Frank liked the mild custom a lot, and he ended up buying it from the painter, a fellow named Phil.[1]
Shortly after buying Phil's Chevy, Frank restyled the car further. As he was working at the local Studebaker dealership at the time, he installed a set of 1953 Studebaker hubcaps on the car. Frank liked the Studebaker caps as they were different from anything else available at the time. A set of Appleton spotlights were also installed shortly after he had bought the car. Then he had the hood louvered. Frank recalls that the primered spots on the beautiful hood really upset his father who had co-signed for the auto loan on the car. After saving up a little more money, Frank had the headlights frenched. Then the door handles were shaved, and the doors pushbutton operated. The grille opening was modified to accept a slightly narrowed 1955 Plymouth grill bar. When they got to the taillights, they had to extend the fenders about 6 inches in order to accept a set of 1951 Frazer taillights. A 1951 Pontiac rear-bumper was installed to provide better protection for the taillights, and the exhaust was routed through the bumper. The lower part of the fender skirts were extended to create a more pleasing line. All of the original body work was done by Bernie Shanklin of Shanklin's Custom Shop in Hayward, California. By then, Frank had decided that he wanted to show the car at the 1955 National Roadster Show in Oakland, so it needed a show quality paint job as well. Frank had seen several cars around town that was painted by Mel Pinoli of Pinoli Paint Shop, so he went over to see him, and he agreed to paint the car in a luminous gold. This version made its public debut at the 1955 National Roadster Show in Oakland. Later on it also appeared in Car Craft June 1956.[1]
Frank redid the car in 1956. This time he brought it over to Bailon's Custom Shop of San Leandro, California. Bailon replaced the 1955 Plymouth center section with a center section from a 1956 Plymouth. He did also make a small grill insert for the new center section from round welding rods. Scoops were incorporated into the leading edge of the rear fenders. The rear fenders did also receive scoops that went from the front and back to the taillights. From the taillights, the scoops were carried over the rear deck lid area. The front fenders did also receive rolled scoops that trailed into the body. The front and rear scoops were fabricated from sheet metal with round rod serving as edges. The scoops over the frenched headlights were fit with 1953 Mercury rear fender trim teeth. The hubcaps on this version were changed to 1956 Buick covers with Oldsmobile flippers. Once the body modifications were completed, the car was given a two-tone Brazilian Gold and Tropic Tangerine Orange paint job by Mel Pinoli of Pinoli Paint Shop. Pinoli applied the Brazilian Gold base, paneling the car with Tropic Tangerine Orange paint. As Frank called his car the Caribbean, he gave the colors these exotic names to build on the Caribbean theme. Pinoli took a bold step when he paneled the car, taking the line of the panel across the middel of the roof.[2] When Pinoli painted a car for you, that was your color for a year, and he wouldn't paint any other car your color for one year. At the end of the year if you wanted to keep your color exclusively yours you had to pay him for another paint job whether you needed it or not.[1] The Caribbean version of the car received a very plush treatment of rolls and pleats in a diamond motif. The upholstery was done by Fremont Trim Shop. The Caribbean was shown at the 1957 National Roadster Show where it won the Colonite Wax Best Paint Award and the Custom Car d'Elegance award. This version of the car did also appear on the cover of Car Craft January 1958.
The panel paint on Frank's car was painted with printing dyes that Mel Pinoli had bought from California Ink. Mel had experimented with Translucent colors trying to achieve a Candy effect. His experimenting didn't go very well, so he tried the ink from California Ink on Frank's car. The ink paint that was used on Frank's car faded badly,[2] so Frank had Mel repaint the upper part that was candy orange a deep emerald green with lighter green scallops in 1958. This version was shown at the ninth annual National Roadster Show, held February 15-23, 1958. At the show, Frank came second in the Semi Custom Sedan class, behind Bill Wolfe’s 1951 Mercury.[3]The green and gold combination of the car never appeared in print.[1]
By 1959, Frank was married and he had gotten his first child. As he wanted something more comfortable for the baby to ride in, he traded the Chevrolet for a 1953 Oldsmobile hardtop and some cash with a guy in Oakland. Later on, he heard that the car had been wrecked in Vallejo, California. As he didn't want to see the car in a wrecked condition he never went over to check out the remains. Later on Frank regret that he never went to Vallejo to see if anything could have been salvaged from his old custom. In 2002, Frank completed a tribute build to the long lost custom named The Caribbean II
This one was for my application to be a live model at Snatch. SL hated me that day. I couldn't find a clear sandbox, I crashed a couple of times and it temporarily ate 2k of my inventory at some point including the choker I wanted. x.x So I blame it for pretty off composition, especially from the grey dress. x: I was pretty nervous, I had no idea what kind of style and outfits to chose.
(Left to right)
Blue Dress:
Skins: Drow / Dark Elf Steel by Terry Toland available at Crux I believe
Hair: Amaranth (Platinum Light) by Vixen
Eyes: Just blue eyes by LL x:
Dress: Sonatina Silk Blue by Blaze
Tights: by Snatch (Boybeater set)
Boots: Army Boots by Resurrection
Tattoos: Henna Tattoos by Tuli
Nails: Blue Pedicure by Frick
Pose: Pose 4 by Ray Skins
Grey Dress:
Skin: S5 Pale Natural by Tuli
Hair: Vennessa (Pitch) by MMSkins
Eyes: Cat Eye (Blue) by Terosimio
Dress / Socks: Misfit by Grueling Designs
Shoes: Ragamuffin by Polish Up!
Tattoos: Fadings Stars (Faded) by Alexitima Tattoo
Poses: This is just in my AO by E. Watkins x:
Grey Top and Jeans:
Skin: Emily (light) Coal (1 or 2 x: ) by Tuli
Hair: NMBR23 Chocolate by Boon
Eyes: FS Orchid by Free Speerit
Top: Beautyberry Retro Top by Twosome
Jeans: Female Dollarbie Denim by VG Republic
Shoes: ETD Wedge Pumps (Magenta / Silver) by ETD
Choker / Necklace:
Tattoos: Henna Tattoo by Tuli
Pose: Bashful by Long Awkward Pose (LAP)
Black Dress:
Skin: Shadows Unfurled by Frick
Hair: Ceres (Special Black) by Obscene
Eyes: SD o.O Corona by Sindecade
Dress / Tights: Gimme Siren by The Hunger / Snatch
Boots: Jareth Boots by Falln Angel Creations
Choker: Pin Neck Belt by Muzeek
Tattoos: Forever by The Hunger / Snatch
Pose: Darlin' Girl by Long Awkward Pose (LAP
Return of Generic Emo Kid:
Skin: WerdF by Unpredictable
Hair: NMBR 23 Black by Boon
Eyes: SD o.O Crucible by Sindecade - not that you can see them buyt they're bright orange x:
Jacket: None of the Above Hoodie by Pushbutton Industries
Top: Taram Bikini by Artilleri
Jeans: The ones I renamed by Snatch
Leg Flare things: Part of the Trick Pants and Skirt set by Susie
Boots: Ragamuffin by Polish Up!
Tattoos: Forever by The Hunger / Snatch
Pose: FallnAngelSitting5 by Falln Angel Creations
Nº 24A.
Chrysler New Yorker Convertible (1955).
Red body, plastic windscreen, tin base plate "New Yorker 1955", white detailed interior, cast ridged hubs, plain rubber tyres.
Escala 1/50.
Dinky Toys.
Made in France by Meccano.
"It was introduced in 1956, renumbered 520 in 1959, and deleted in 1961 ."
More info:
fr.wikipedia.org/wiki/Liste_des_mod%C3%A8les_Dinky_Toys
natnet.free.fr/IMAGES/dinky/24A/dinky24A.htm
www.nigelg.info/diecast/detail.php?ID=2244
books.google.es/books?id=0-_tBAAAQBAJ&pg=PA45&lpg...
Other Variants in:
www.hobbydb.com/catalog_items/search?utf8=%E2%9C%93&k...
-----------------------------------------------------------------------------------------
Les Dinky Toys série 24 et précédentes
"La série 24 est la série emblématique de Dinky Toys. Pendant dix ans (1948 – 1959), elle va couvrir la production automobile des routes françaises. A partir de 1960, certains modèles de la série 24 seront renumérotés dans la nouvelle série 500, ils sont repris dans ce chapitre. Quelques modèles dans l’esprit de la série 24 sont numérotés en 14, 22 et 23, peu nombreux, ils sont intégrés ici, ainsi que la référence 35 sortie avant puis après guerre."
Source:
www.filrouge-automobile.fr/collectionner-dinky-toys/les-d...
More info:
-----------------------------------------------------------------------------------------
Chrysler New Yorker
From Wikipedia, the free encyclopedia
"The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest-running American car nameplate.
The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury."
(...)
1955–1956
[Fourth generation]
"In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton.
The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.
Chrysler christened the 1956 model year's design "PowerStyle," a product of prolific Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (210 kW).
Also new for 1956, Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the “Highway Hi-Fi”, manufactured by CBS electronics. A two way switch in the dash changed the input for the speaker from the all transistor radio to the 7 inch record player."
(...)
--------------------------
Fourth generation
Model years
1955–1956
Body style
2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout
FR layout
Related
Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine
354 cu in (5.8 L) V8
Transmission
3-speed automatic
Dimensions
Wheelbase
126.0 in (3,200 mm)
Length
218.8 in (5,558 mm) (1955–1956)
Width
79 in (2,007 mm)
Nº 24A.
Chrysler New Yorker Convertible (1955).
Red body, plastic windscreen, tin base plate "New Yorker 1955", white detailed interior, cast ridged hubs, plain rubber tyres.
Escala 1/50.
Dinky Toys.
Made in France by Meccano.
"It was introduced in 1956, renumbered 520 in 1959, and deleted in 1961 ."
More info:
fr.wikipedia.org/wiki/Liste_des_mod%C3%A8les_Dinky_Toys
natnet.free.fr/IMAGES/dinky/24A/dinky24A.htm
www.nigelg.info/diecast/detail.php?ID=2244
books.google.es/books?id=0-_tBAAAQBAJ&pg=PA45&lpg...
Other Variants in:
www.hobbydb.com/catalog_items/search?utf8=%E2%9C%93&k...
-----------------------------------------------------------------------------------------
Les Dinky Toys série 24 et précédentes
"La série 24 est la série emblématique de Dinky Toys. Pendant dix ans (1948 – 1959), elle va couvrir la production automobile des routes françaises. A partir de 1960, certains modèles de la série 24 seront renumérotés dans la nouvelle série 500, ils sont repris dans ce chapitre. Quelques modèles dans l’esprit de la série 24 sont numérotés en 14, 22 et 23, peu nombreux, ils sont intégrés ici, ainsi que la référence 35 sortie avant puis après guerre."
Source:
www.filrouge-automobile.fr/collectionner-dinky-toys/les-d...
More info:
-----------------------------------------------------------------------------------------
Chrysler New Yorker
From Wikipedia, the free encyclopedia
"The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest-running American car nameplate.
The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury."
(...)
1955–1956
[Fourth generation]
"In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton.
The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.
Chrysler christened the 1956 model year's design "PowerStyle," a product of prolific Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (210 kW).
Also new for 1956, Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the “Highway Hi-Fi”, manufactured by CBS electronics. A two way switch in the dash changed the input for the speaker from the all transistor radio to the 7 inch record player."
(...)
--------------------------
Fourth generation
Model years
1955–1956
Body style
2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout
FR layout
Related
Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine
354 cu in (5.8 L) V8
Transmission
3-speed automatic
Dimensions
Wheelbase
126.0 in (3,200 mm)
Length
218.8 in (5,558 mm) (1955–1956)
Width
79 in (2,007 mm)
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
Crappy weird IC inside the 510N switch mechanism. No idea what it is supposed to do, but now that I got rid of it I'm getting much more current from the battery and much better performance and reliability. Now this thing rocks! I can vape all day long...
One of the things that has frustrated me to no end as those who read this blog know is the horrible trouble I've had with all of my external USB drives that hold my digital media collection. It really doesn't matter who manufactures the drives, Seagate, Maxtor, Cobra, LaCie (well LaCie is actually the worst of them all), I've had trouble with all of them. Drives fail, drives aren't recognized, and perhaps most frustrating of all is an inability to do large batch copy jobs for backup purposes (in case you're reading this RIAA) of my mp3 library. I quite literally cannot back up a 250 gig drive by copying all of the files from one USB drive to another without getting Windows Explorer's dreaded O/I Device Error. And I am not alone in having these problems. A Microsoft manager that I spoke with this weekend said he experiences the exact same thing and a Seagate rep that I spoke with today also said he has similar copy error problems when trying to do large batch copy jobs.
The conspiracy theorist in me of course believes that like the Sony root kit, the RIAA has placed hidden tripwire features in my library when I've ripped CDs in the past designed to prevent large copy jobs of music files. Of course I don't really believe this but it is quite frustrating nonetheless.
Ed Bott in the past has suggested that my problems perhaps are related to the whole concept of trying to move that much digital data around on USB drives. Ed has suggested that were I to use SATA drives that my experience could be better. Well I may soon have the opportunity to find out. One of the products that I was very excited to see at CES this year was the Seagate 500 GB SATA external drive. The drive boasts speeds five times faster than normal external hard drives and I'm cautiously optimistic that my backup problems will go away when I try out these new drives.
The Seagate rep that I spoke with was not aware of the price of the drive but said that they were available on a very limited basis but that Seagate hopes to manufacture more and that the product would be more widely available in the coming months. He thought that it might be priced somewhere around $500. I could not find one for sale online today. The drive also ships with a SATA card that you can install in your PC in case you don't already have a SATA connection. The drives will work for both the PC and the Mac and have Seagate's push button back up feature (although I've never gotten push button backups to ever work with either Maxtor or Seagate products).
I'm really hoping that a SATA drive might once and for all fix my copy problems. Of course if these work out I'm not quite sure what to do with my 8 USB drives that I currently own -- but I'm sure I'll figure something out. As they say in Narnia, share the magic.
The Nash Rambler was introduced on April 13, 1950; in the middle of the model year. The new Rambler was available only as an upmarket two-door convertible — designated the "Landau". Without the weight of a roof, and with a low wind resistance body design for the time, the inline 6-cylinder engine could deliver solid performance and deliver fuel economy up to 30 mpg‑US (7.8 L/100 km; 36 mpg‑imp).
Several factors were incorporated into the compact Nash Rambler's marketing mix that included making the most from the limited steel supplies during the Korean War, as well as the automaker selecting a strategy for profit maximization from the new Rambler line. The new Nash Rambler came only in a convertible body, a style that had a higher price in the marketplace and incorporating more standard features that make the open top models suitable more for leisure-type use than ordinary transportation.
The Nash Rambler was well equipped compared to the competition and included numerous items as standard equipment such as whitewall tires, full wheel covers, electric clock, and even a pushbutton AM radio that were available at extra cost on all other cars at that time.
In 1951, the Nash Rambler line was enlarged to include a two-door station wagon.
Nº 24A.
Chrysler New Yorker Convertible (1955).
Red body, plastic windscreen, tin base plate "New Yorker 1955", white detailed interior, cast ridged hubs, plain rubber tyres.
Escala 1/50.
Dinky Toys.
Made in France by Meccano.
"It was introduced in 1956, renumbered 520 in 1959, and deleted in 1961 ."
More info:
fr.wikipedia.org/wiki/Liste_des_mod%C3%A8les_Dinky_Toys
natnet.free.fr/IMAGES/dinky/24A/dinky24A.htm
www.nigelg.info/diecast/detail.php?ID=2244
books.google.es/books?id=0-_tBAAAQBAJ&pg=PA45&lpg...
Other Variants in:
www.hobbydb.com/catalog_items/search?utf8=%E2%9C%93&k...
-----------------------------------------------------------------------------------------
Les Dinky Toys série 24 et précédentes
"La série 24 est la série emblématique de Dinky Toys. Pendant dix ans (1948 – 1959), elle va couvrir la production automobile des routes françaises. A partir de 1960, certains modèles de la série 24 seront renumérotés dans la nouvelle série 500, ils sont repris dans ce chapitre. Quelques modèles dans l’esprit de la série 24 sont numérotés en 14, 22 et 23, peu nombreux, ils sont intégrés ici, ainsi que la référence 35 sortie avant puis après guerre."
Source:
www.filrouge-automobile.fr/collectionner-dinky-toys/les-d...
More info:
-----------------------------------------------------------------------------------------
Chrysler New Yorker
From Wikipedia, the free encyclopedia
"The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest-running American car nameplate.
The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury."
(...)
1955–1956
[Fourth generation]
"In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton.
The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.
Chrysler christened the 1956 model year's design "PowerStyle," a product of prolific Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (210 kW).
Also new for 1956, Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the “Highway Hi-Fi”, manufactured by CBS electronics. A two way switch in the dash changed the input for the speaker from the all transistor radio to the 7 inch record player."
(...)
--------------------------
Fourth generation
Model years
1955–1956
Body style
2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout
FR layout
Related
Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine
354 cu in (5.8 L) V8
Transmission
3-speed automatic
Dimensions
Wheelbase
126.0 in (3,200 mm)
Length
218.8 in (5,558 mm) (1955–1956)
Width
79 in (2,007 mm)
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
Control panel is a SlikStik CO2 control panel with an illuminated track ball. This control panel includes an Ultimarc 56-input I-PAC controller with available inputs if you ever want to add more controls, LEDs, etc. The coin door slots are wired into the I-PAC for seamless integration. Control panel features:
* Happ Controls Competition Joysticks - Genuine arcade joystick made by world's leading manufacturer. Perfect for fighting games, preferred by most over Ultimate Sticks. Rugged construction very smooth, spring return-to-center. Micro switch reliability tested to 10,000,000 cycles. Precision Engineered for ultimate in game play.
* Happ Controls Top Fire 8-Way Super Joysticks - Added Top Fire button for games such as Battle Zone and can be mapped for use with any game. Tulip style handle for comfortable grip. Simple, direct, fire button switch action; uses standard microswitch. Micro switch reliability tested to 10,000,000 cycles.
* Happ Controls Ultimate Horizontal Buttons - Happ's most popular pushbuttons are factory tested to 10,000,000 cycles and utilize the Horizontal Micro switch design for ultimate gaming response. Easy swap out design for quick change outs. Awesome feel and excellent for game play. Authentic buttons as used in arcade machines.
* Happ Controls 3" USB & PS2 Trackball - Ultimate quality and superior response made in the USA. Durable black polycarbonate plastic material housing, built to last. Fitted with a 3" diameter ball, a perfect fit for all trackball games and doubles as a fully functional mouse in Windows. Perfect blue ball matches the SlikStik perfectly. Completely USB & PS2 compatible. Translucent trackball glows super bright with the included light source applied from bottom. Manufactured under a technology license agreement with Atari Games Corporation®
* Ultimarc 56 input I-PAC - Interactive Programming Mode, works under all Windows systems via notepad programming method. Fully programmable key code set. Stored even after power off. All joystick/button connections easily made via screw tag strip. The connections are marked on the board. No separate power needed. Does not use a matrix - no ghost keys. All button inputs referenced to ground - no need to rewire separate grounds to each button. Lead plugs into keyboard socket on PC or USB port. Does not use a scanning method which causes a variable delay. Fast running software gives much better response than a standard keyboard controller. Key debounce uses a state method for each key, no delays. Shift functions. Holding "Start 1" and pressing other buttons sends a range of codes for functions such as "escape", "Coin 1", "tab", "enter". This means no extra buttons are needed on the cabinet. In programmable mode any input can be the shift key and all keys can be programmed with a shifted code. No special drivers needed. USB drivers are generic in Windows.
* SlikStik Tornado Spinner - The SlikStik Tornado spinner is designed to be used with any PC game and is ideal for games such as Tempest and Super Breakout. It can also be used as a mini-steering wheel for games like Pole Position and Spy Hunter. However, it is compatible with any "spinner" game supporting a mouse input. Fully compatible with Windows XP. This device is fully PS2 & USB port ready, no additional hardware or software needed.
Kids can ride along with SpongeBob & Gary in their Krabby Patty Wagon. Made entirely from gel, the ride features pushbutton sfx and a small LCD display incorporated into the dashboard showing sing-a-long lyrics in time with the shows theme tune.
FEATURES:
Funny SpongeBob sounds
Sing-a-long lyrics on the screen
The well-known theme tune
Lights
Made by Northern Leisure Group (Kiddy Rides) under license to Viacom International, Inc..
Tues. the 31st Last day of the month. Starts with 1st Week of Hot days. Out thru Pearl to Tanner Springs.
Nº 24A.
Chrysler New Yorker Convertible (1955).
Red body, plastic windscreen, tin base plate "New Yorker 1955", white detailed interior, cast ridged hubs, plain rubber tyres.
Escala 1/50.
Dinky Toys.
Made in France by Meccano.
"It was introduced in 1956, renumbered 520 in 1959, and deleted in 1961 ."
More info:
fr.wikipedia.org/wiki/Liste_des_mod%C3%A8les_Dinky_Toys
natnet.free.fr/IMAGES/dinky/24A/dinky24A.htm
www.nigelg.info/diecast/detail.php?ID=2244
books.google.es/books?id=0-_tBAAAQBAJ&pg=PA45&lpg...
Other Variants in:
www.hobbydb.com/catalog_items/search?utf8=%E2%9C%93&k...
-----------------------------------------------------------------------------------------
Les Dinky Toys série 24 et précédentes
"La série 24 est la série emblématique de Dinky Toys. Pendant dix ans (1948 – 1959), elle va couvrir la production automobile des routes françaises. A partir de 1960, certains modèles de la série 24 seront renumérotés dans la nouvelle série 500, ils sont repris dans ce chapitre. Quelques modèles dans l’esprit de la série 24 sont numérotés en 14, 22 et 23, peu nombreux, ils sont intégrés ici, ainsi que la référence 35 sortie avant puis après guerre."
Source:
www.filrouge-automobile.fr/collectionner-dinky-toys/les-d...
More info:
-----------------------------------------------------------------------------------------
Chrysler New Yorker
From Wikipedia, the free encyclopedia
"The Chrysler New Yorker is an automobile model which was produced by Chrysler from 1940 to 1996, serving for several years as the brand's flagship model. A trim level named the "New York Special" first appeared in 1938 and the "New Yorker" name debuted in 1939. Until its discontinuation in 1996, the New Yorker had made its mark as the longest-running American car nameplate.
The New Yorker name helped define the Chrysler brand as a maker of upscale models, priced and equipped above mainstream brands like Ford, Chevrolet/Pontiac, and Dodge/Plymouth, but below full luxury brands like Cadillac, Lincoln and Packard. During the New Yorker's tenure, it competed against upper level models from Buick, Oldsmobile and Mercury."
(...)
1955–1956
[Fourth generation]
"In 1955, Chrysler did away with the out of fashion high roofline designs of K.T. Keller and came out with a new sedan that borrowed styling cues from Virgil Exner's custom 1952 Imperial Parade Phaeton.
The hemi engine produces 250 hp (190 kW) this year. The result would become an ongoing trend for increasing engine output throughout the next two decades with Chrysler and its rival competitors. The Powerflite transmission was controlled by a lever on the instrument panel.
The base model was dubbed the New Yorker DeLuxe, with the "plain" New Yorker name dropped. The club coupe was replaced by the Newport two-door hardtop, and a new, higher priced St.Regis two-door hardtop filled the spot of the former Newport. The sedan, convertible and Town & Country wagon were still offered.
Chrysler christened the 1956 model year's design "PowerStyle," a product of prolific Chrysler designer Virgil Exner. The New Yorker gained a new mesh grille, leather seats, pushbutton PowerFlite selector, and a 354 cubic inch Hemi V8 with 280 hp (210 kW).
Also new for 1956, Chrysler introduced an under-dash mounted 16 2/3 rpm record player, dubbed the “Highway Hi-Fi”, manufactured by CBS electronics. A two way switch in the dash changed the input for the speaker from the all transistor radio to the 7 inch record player."
(...)
--------------------------
Fourth generation
Model years
1955–1956
Body style
2-door hardtop
2-door convertible
4-door sedan
4-door hardtop
4-door station wagon
Layout
FR layout
Related
Chrysler 300
Chrysler Town and Country
Chrysler Windsor
DeSoto Fireflite
DeSoto Firedome
DeSoto Adventurer
Engine
354 cu in (5.8 L) V8
Transmission
3-speed automatic
Dimensions
Wheelbase
126.0 in (3,200 mm)
Length
218.8 in (5,558 mm) (1955–1956)
Width
79 in (2,007 mm)
1-12-13 Wyndham Street Races
With the booming popularity of nostalgic-styled motorcycles, Kawasaki drew from the vaults of history to create the W650. This addition to Kawasaki's line-up is reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late '60s and early '70s. Swing a leg over it and experience some Good Times.
Improved comfort and handling for this classic remake.
Kawasaki drew from the vaults of its own history when it created the W650. Reminiscent of the styling and technological design features of the Kawasaki W1 and W1SA parallel twin-cylinder motorcycles of the late ’60s and early ’70s, the W650 piqued the interest of enthusiasts everywhere.
It only gets better in 2001. A new seat and redesigned tank pads enhance rider comfort, while revised steering geometry and front suspension changes improve handling.
The W650’s twin cylinder, air-cooled 676cc engine churns out plenty of responsive low- and mid-range power, due in part to its long-stroke 360 degree crankshaft that has both pistons rising and falling together. A modern four-valve cylinder head helps give the W650 a healthy top-end, too. The valves are actuated by a single overhead camshaft that is driven by a hypoid gear, where the bevel shaft is offset to one side of the gears for less noise and friction, and increased durability.
The pair of constant velocity carburetors are equipped with the Kawasaki Throttle Responsive Ignition Control (K-TRIC) throttle position sensor. Connected to the Digital Ignition system, K-TRIC varies ignition timing according to throttle position and engine rpm so that the ignition compensates for differing engine loads for crisp throttle response and better fuel efficiency.
Other modern engine features include a lightweight and compact rare-earth magnet generator rotor, wet sump, balancer shaft to help eliminate vibration, pushbutton electric starting and a slick-shifting five-speed transmission with Kawasaki’s Positive Neutral Finder that makes shifting into neutral when stopped a breeze. The W650 also runs much cleaner than the machines that inspired its design due to the Kawasaki Clean Air (KCA) system. Fresh air is fed into the exhaust just beyond the exhaust valves for reduced emissions.
The W650’s chassis design is clean and simple. A traditional double-cradle frame uses a hefty square-section backbone for rigidity. A half-degree increase in the steering angle plus a 2mm larger axle and new front hub featuring larger bearings improve handling. A steel swingarm and twin shocks with adjustable preload provide the rear suspension, while the ride up front has been improved with new fork springs and revised rebound and compression damping. Braking power is supplied by a 300mm front disc and rear drum.
This machine is finished off in classic Kawasaki W-model styling. A shapely gas tank features high quality paint and chrome with redesigned rubber knee pads that are thinner, lighter and have smoother edges. The shape of the long seat was slightly altered and padded ribs added to make it more comfortable. It still has plenty of room for both rider and passenger, plus it’s finished with a retro-looking white bead. A wide, chromed handlebar helps put the rider in an upright, natural position. Modern instrumentation that is re-angled toward the rider for better visibility includes a liquid crystal display for the odometer and trip meter.
The Kawasaki W650 recalls the great machines that helped to lay the foundation of Kawasaki performance. While its styling is a trip into the past, its modern features have the W650 pointed directly into the future.
2001 W650 FEATURES
Parallel-Twin 676cc Engine with Balancer
Broad torque at low- and mid-range
Smooth and reliable
Balancer smoothes vibration
Engine rubber-mounted in chassis for greater rider comfort
Durable bevel cam drive
Four Valves Per Cylinder
Better breathing for more power and low end torque
Single overhead cam design is simple, lightweight, and practical
Five-Speed Transmission
Ratios designed for great acceleration and relaxed highway cruising
Exclusive Positive Neutral Finder
34mm CVK Carburetors With Kawasaki Throttle Responsive Ignition Control (K-TRIC)
A position sensor monitors throttle position so that its micro-computer can determine the best ignition timing for more power and better fuel economy
Double Cradle Frame with Square Section Backbone
Compact and stable
Riding Comfort
Long seat for two-up riding
Traditional styling offers upright seating position
Kawasaki Clean Air (KCA) Exhaust System
Feeds air into exhaust port to reduce emissions
Front Disc Brake
300mm front disc brake with dual piston caliper provides sure stops
Centerstand
Simplifies servicing, cleaning or parking
Maintenance-free Battery
Longer lifespan, hassle free
Spin-on Oil Filter
Automotive spin-on style simplifies oil changes
Revised for 2001:
Double Cradle High Tensile Steel Frame
Comfortable Riding Position
Electronic Instrumentation
39mm Conventional Front Forks
Plated Wire-Spoked Wheels
New for 2001:
Pearl Boulogne / Pearl Ivory
Specifications:
Model
EJ650-A3
Engine Type
4-stroke, air-cooled
Displacement
676 cc.
Bore x Stroke
72 x 83 mm.
Compression Ratio
8.6:1
Valve System
SOHC, 8 valves
Carburetion
Keihin CVK34 x 2
Ignition
Digital with K-Tric
Starting
Electric and kick starter
Transmission
5-speed
Frame type
Double-cradle, high tensile steel
Rake
27 degrees
Wheelbase
57.1"
Suspension, Front
39 mm conventional front fork
Suspension, Rear
Dual hydraulic shocks with 5-way preload adjustment
Tire Front
100/90-19
Tire Rear
130/80-18
Brakes, Front
Single 300 mm. disc with two-piston caliper
Brakes, Rear
160 mm. drum
Seat Height
31.5"
Fuel Capacity
4.0 gallons
Dry Weight
434 pounds
Source: www.totalmotorcycle.com/photos/2001models/2001models-Kawa...
Part of our Emergency Heroes range, this small footprint Fire Service ride has a friendly look and eye catching flashing LED Emergency lights. The ride is made from self coloured gel and features a quirky theme tune along with pushbutton sound effects.
FEATURES:
Music and sound effects
LED lights
Rocking motion
Made by Northern Leisure in 2017.
Tutorial: www.instructables.com/id/Electronic-LEGO-DL-44-Blaster-Li...
LEGO Ideas entry: ideas.lego.com/projects/76141
This is a project I’ve been gradually modifying since spring 2014: a full-size replica of Han Solo’s iconic weapon, rigged up with a small microcontroller programmed by Arduino to play sound effects and to make the muzzle flash blink! Making this project was rather difficult to the say the least, and I frequently ran into errors with the LEGO mechanics, the Arduino programming, the sound box, and the battery power — but nonetheless, I’ve succeeded in making custom toy function. Pulling the trigger makes the gun’s hammer and firing pin (with rubber bands) strike a momentary pushbutton, which is wired to the circuit board to pulse the microcontroller’s sequence of blinking an LED and playing a PCM sound clip of Han Solo’s gun firing. The individual sound effect was extracted by me directly from the scene in Episode IV when Han correctly shoots Greedo first!
Microcontroller: ATmega328P-PU, coded with an Arduino Uno
Power: 2 AAA batteries (3 volts DC)
'America's Most Carefully Built Car'
In an effort to establish itself as a legitimate contender in the Cadillac class, Imperial became a stand-alone division of the Chrysler Corporation in 1955. An Imperial-exclusive assembly line was the inspiration for the 1960 ad theme, 'America's Most Carefully Built Car.'
The 1960 Imperial continued to play off the successful 'Forward Look' styling themes introduced in 1957, but rooflines and below-the-beltline body panels were all reshaped. In this carry-over year for Cadillac and Lincoln, the 1960 Imperial was promoted as 'America's Only All-New Luxury Car.' But while the rest of the Chrysler line shifted entirely to 'Unibody' construction, the Imperial retained its 1957-vintage body-on-frame platform.
Powered by a 413 cubic-inch, 350 horsepower, 'Golden Lion' Hemi V8, pushbutton Torque-Flite transmission, and torsion-bar suspension, the mighty Imperial was highly regarded as the 'road car' in the luxury class. A 'jet-age' feature that remains fascinating today is the 'Panelscent' (electroluminescent) instrument lighting. 'Auto-Pilot' cruise control was also introduced in 1960.
[Test from Conceptcarz.com]
www.conceptcarz.com/vehicle/z14229/Imperial-Crown.aspx
While many critics of automobile styling rate the 1955 through 1959 Imperials highly,[citation needed] the design of the 1960–1963 period is more controversial. At that time, Exner was increasingly struggling with the Chrysler president and board. "It was during 1962 Exner was dethroned as president of design in Highland Park. His successor was Elwood Engel, lured away from Ford to lead Chrysler Corporation along a more conventional path. Exner continued as a consultant through 1964, after which he had no further involvement." This source also states, "When he was good, he was very good ( re: styling). When he was bad.... it was the epitome of excessive design. Sales dropped off and the board stepped in." Exner's son went on further, in a 1976 interview, "it was time for a change. Their image needed changing. Dad was a great designer and he was always ahead of his time. He gained more freedom from Chrysler in his designs of the modern Stutz." This same source gives blow-by-blow accounts how Chrysler Corporation was revived through corporate changes in leadership. "But on the product front, the influence of Tex Colbert (ousted President of Chrysler in 1961) and Virgil Exner was still present, and it wouldn't be entirely washed away until 1965".
[Text from Wikipedia]
This Lego miniland-scale Imperial 1960 LeBaron has been created for Flickr LUGNut's 88th Build Challenge, - "Let's Break Some Records", - a challenge focused on creating vehicles that set some benchmark for biggness, fastness or other extreme of some specification. The model shown here, the 1960 Imperial, is rumoured to have the tallest tailfin from this era, taller even that the 1959 Cadillac. However, I have not found any documented statistical proof, just lots of verbatim copy of the Cadillac having the tallest fins.
Has anyone measured both cars lately?
Part of our Emergency Heroes range, this small footprint Police Van has a friendly look and eye catching flashing LED Emergency lights. The ride is made from self coloured gel and features a quirky theme tune along with pushbutton sound effects.
FEATURES:
Music and sound effects
LED lights
Rocking motion
Made by Northern Leisure in 2017.
1961 Chrysler Newport Station Wagon.
From the display: "Walter P. Chrysler founded the company bearing his name in 1925 from what had previously been the Maxwell Motor Company. He had earlier experience at Buick and Willys-Overland. Chrysler added the Plymouth, DeSoto, and Dodge nameplates to his corporation over time.
By the 1950's, Chrysler had gained a reputation for engineering excellence but rather boring styling. The image of Chrysler cars began to change with the increasing influence of stylist Virgil Exner, who came to the company in 1949 from Studebaker.
By the late '50s, Exner was bringing ever sleeker, wider, and stylish cars to market. The 1961 and '62 Chryslers were noted for their canted, quad headlights that gave the cars a unique appearance.
This massive station wagon is a great example of the large, powerful family cars of the early '60s. With its unique torsion bar front suspension, superb TorqueFlight automatic transmission (controlled by dash-mounted pushbuttons), and enough space for a family and all their "stuff", it was a great car for vacations and hauling all the things a suburban family needed.
In May 1961, Jurgen Vind, a Truckee construction company owner, bought the car in San Francisco. The car remained in the Vind family for the next 37 years, serving for daily commutes, family vacations, and as a first car for their daughter. The car survived near demolition in a terrible mudslide near Lake Tahoe in 1967. Placed in storage in the 1980s, the Vind family finally sold the car to Tom Ortiz in the '90s and restoration was begun. Tom still owns the car and keeps it here for us to enjoy."
"1959 Ford Country Squire with pushbutton Station Wagon Living equipment." Photo from the Ford Motor Co. photographic archive.
On Monroe St. in Natchitoches, Louisiana.
"probably a late 1949 or a 1950 judging from the location of the fuel cap on the cab, the 3000 series plate on the drivers side, the cowl vent on the drivers side, the turn down instead of pushbutton exterior door handles (later 1951) and lack of vent windows (1951.)"
©2008 Ben Morrow.
The Volkswagen Type 14A (commonly known as the Hebmüller Cabriolet or simply Heb) is a German car produced after the Second World War.
At the request of Volkswagen managing director Heinz Nordhoff, Hebmüller and Karmann would build cabriolets for Volkswagen, with as many Type 1 parts, such as chassis, engines, and body panels, as possible. Hebmüller was to build the 2+2 cabriolet, and Karmann the four-seat cabriolet. By contrast with the Karmann, the Heb was intended as a sporting model.
Hebmüller started production in June 1949, mechanically the Type 14A was the same as the Beetle saloon with mechanical brakes, and the Type 1's' 19-kilowatt (26 PS; 25 bhp) petrol engine. It also shared the Type 1's crank starting, and the cabriolet's icowl-mounted semaphore turn signals and its pushbutton Telefunken radio. The Heb differed in having the decklid and trunk lid being of a similar size and shape.
Retailing for 7.500 Deutsch Marks, the Hebmüller Cabriolet was available in a variety of colours, options were black, red and white in single tone, in two-tone combinations black and red, black and ivory, black and yellow and red and ivory was available, for extra charge buyers could choose their own combination.
A fire broke out on 23 July 1949 in the factory's paint department, and made its way to the production line. After the fire, Hebmüller did manage to produce later, but later became financially ruined in the early 1950s.
Production ended in 1953 with a total of 696 units produced, including 3 prototypes and 1 pre-production model. Around 100 are thought to survive.
Today a replica of the Type 14A is produced by the Brazilian convertible company Trocar.
Manufactured from 1985 to 1988 by Minolta Camera Co. of Osaka, Japan. While other manufactures were all entrenched working on autofocus lenses for their line of 35mm SLRs, Minolta quietly rocked the industry back on it’s heels with the introduction of the first in-body autofocus system for 35mm SLRs. It was a bold and risky move—Minolta changed from their beloved MC/MD lens mount to an mechanical/electronic “A” mount. The camera featured many other “firsts” other than the autofocus that today we think of as standards. It had an in-body winder providing film advance and motorized rewind. To make room for the needed battery power, they made use of a grip on the right side of the camera—today, most cameras have a grip of this type whether the batteries are there or not! It featured pushbutton controls instead of dials and had a large, external LCD display.
What’s in a name? More correctly, what’s in how you write that name? In Europe it was called the “7000 AF” and in Japan the “Alpha 7000” (and you thought Sony came up with that all by themselves!). In North America, Minolta chose to market it with the Maxxum name. In spelling the name on the body of the camera, the decision was made to use an interlocking double “x” (as this example has—see picture). Looks nice until Exxon sees it in a print ad. The interlocking double “X” had been an Exxon trademark for some time. While Exxon did sue, they and Minolta came to a gentlemen’s agreement on the problem. Minolta apologized and agreed to change the logo-type to strait “xx”. And Exxon allowed Minolta to leave what had been sold by that point out there and only change new and undistributed stock. I wonder if it would have been settled the same way today…
The unique in-camera autofocus system relied on a semi-silvered pattern on the mirror (shown here) that allowed a portion of the image to transmit thru the viewing mirror onto a smaller “piggy back” mirror that reflected that broken image down into the bottom of the mirror box to a set of beam splitters and CCD devices. Basically, it focuses by looking for an area of contrast and focusing it to the finest detail (i.e. a hard edge) and the focus point of the lens. Very cool—works with ANY lens on the camera. The “A” mount also provided data to the camera about focal length, zoom position and aperture settings. Seems another company decided this was too close to their patent and sued. And let’s just say they we’re not as nice as Exxon. Unfortunately for Minolta, its autofocus design was found to infringe on the patents of Honeywell and in 1991, Minolta was ordered to pay Honeywell damages, penalties, trial costs and other expenses in a final amount of $127.6 million.
On a personal note, I’m very fond of this camera. As a younger man, I worked in a camera shop. This was the last “new” camera I sold as I went into a different career path in mid 1985….
See also: www.camerapedia.org/wiki/Minolta_7000
Here's a photo of a rack of Synthwerks performance modules including four of the new PGM-4x4, the MG-1 pushbutton module with a red button, a custom midi module, iPhone dock and another new module, the SP-4DP multi-slide control.
Photo credit: James Ersatz.
Demonstration video: www.youtube.com/watch?v=a_xyQyoIves
Using the polyphonic sound code from my electronic Dry Bones sprites along with the structural functionality of my illuminated mosaic Link portrait, I’ve combined both concepts. In this new portrait, I use a grid of flat LED panels fastened on to the rear door, with a 16 Ohm speaker attached as well. Controlling the whole circuit is a homemade circuit board with an Atmel ATmega328P as the central brain, containing an Arduino code for playing the music and activating the lights. The biggest technological feat for this project is how I successfully managed to control the 12V LED panels through a small 5.5V AVR, through the help of transistors.
In layman’s terms, a small microcontroller like the ATmega328 is only capable of controlling circuits between 3-5.5V; anything else will burn out the chip. By using transistors attached to the digital outputs of the ATmega, I can control much larger loads, with the overall 12V input power being directed into the circuit via a voltage regulator. This new method allows me to control larger lights than simple LEDs, which opens new doors for potentially building more LEGO traffic lights and whatnot.
The physical LEGO portion was rather straightforward and didn’t have a lot of flaws. Towards the end of the construction, I had to slightly rebuild the project to use a small tactile button to activate the circuit. Originally I had a large momentary pushbutton installed near the bottom of the rear door: the button required too much pressure to push, which caused the structure to wobble and almost fall over when pressed.
Creating the circuit board and wiring the Arduino code was also rather simple, since I used the same functionality of the Dry Bones model. Unfortunately, when I was testing out the method of using transistors for controlling the LED panels, I accidentally loaded the 12V power into my Arduino Uno’s 5.5V input — thus frying it. After purchasing a new Arduino, I successfully did some breadboard experiments with TIP120 transistors to control the LED panels.
The LEGO structure opens like a book, and on the rear door are eight white SMD LED panels connected in parallel to three digital output pins of the ATmega — cathode to cathode, with the red positive wires being channeled into the positive terminal of the 12V power supply. For sound output, I created some makeshift speaker holes on the top right orange brick sprite: this was achieved by placing LEGO grille tiles over headlight pieces.
Created with fd's Flickr Toys
1. lift button, 2. push button, 3. lift button, 4. lift button, 5. help push button, 6. lift button, 7. lift call button, 8. lift button, 9. lift call button
Matrix keyboard 5 x 8 pushbuttons.
There were a lot of holes to be drilled. And you may not even drill a wrong hole! Now the inscriptions must still be made. This keyboard is for the new linear stage control. This keyboard has been made to insert into the large front panel. Only 13 I/O pins are needed to readout the 40 keys onto the FPGA module.
For the pcb see: www.flickr.com/photos/fotoopa_hs/15144396854/
For the functions of the keyboard see:
The 1948 - 1953 Chevrolet Series 3100 half-ton pickups benefited from a redesign that took Chevy trucks into a new era of comfort, convenience, and style.
Chevy's restyled "Advance-Design" trucks were introduced in 1947, well ahead of its first new postwar cars, and little changed in appearance through 1953. The basic intent was to provide more room and comfort for occupants.
All Advance-Design pickups had a new bench seat accommodating three persons, instead of the old separate seats -- and for the first time the seat was adjustable for leg reach.
The cab, described as "Unisteel Battleship" construction, was larger in every direction. New extra-wide doors swung open on concealed hinges and extended down to cover the sills. Glass area grew considerably via a wider windshield, side windows, and backlight -- Chevy called the result "Observation Car Vision."
Interiors were more colorful than ever before on a commercial Chevrolet, and the dashboard was functional and more glittery.
Mechanical conveniences included interior door locks, a large steering wheel, new steering geometry for less effort, more conveniently positioned foot pedals, an accessory radio, roomy glovebox, and full needle instrumentation.
The 1948-1953 Chevrolet Series 3100 half-ton pickups also featured "four-fold ventilation" through the easy-crank-down side windows, cowl-top ventilator, foot-operated floor vent, and a fresh-air inlet on the curb side of the cowl.
Light-duty trucks in 1947-1949 came only with a 216.5-cid six; later ones may be 235.5-cid, formerly used in heavier trucks. For 1950, the 235.5-cid engine got a redesigned cylinder head, to become the "105 Hi-Torque" six.
Changes through the period included gray (instead of body-color) inner grille bars for 1949; vent wings, a lower rear-view mirror, and elimination of left-hand cowl vents for 1951; pushbutton (instead of rotating) door handles for 1952; and a slimmer hood nameplate for 1953.
Collectible Pluses of the 1948-1953 Chevrolet Series 3100 Half-Ton Pickups
* Sleek styling
* Plenty of examples to choose from
* Strong collector support
* Pickups lead all other body styles in value
Collectible Minuses of the 1948-1953 Chevrolet Series 3100 Half-Ton Pickups
* Not strong as an investment
* Some body trim parts are very scarce