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Types of unauthorized access
Accidental association
Unauthorized access to company wireless and wired networks can come from a number of different methods and intents. One of these methods is referred to as ccidental association. When a user turns on a computer and it latches on to a wireless access point from a neighboring company overlapping network, the user may not even know that this has occurred. However, it is a security breach in that proprietary company information is exposed and now there could exist a link from one company to the other. This is especially true if the laptop is also hooked to a wired network.
Malicious association
alicious associations are when wireless devices can be actively made by crackers to connect to a company network through their cracking laptop instead of a company access point (AP). These types of laptops are known as oft APs and are created when a cracker runs some software that makes his/her wireless network card look like a legitimate access point. Once the cracker has gained access, he/she can steal passwords, launch attacks on the wired network, or plant trojans. Since wireless networks operate at the Layer 2 level, Layer 3 protections such as network authentication and virtual private networks (VPNs) offer no barrier. Wireless 802.1x authentications do help with protection but are still vulnerable to cracking. The idea behind this type of attack may not be to break into a VPN or other security measures. Most likely the cracker is just trying to take over the client at the Layer 2 level , gsm pc card .
Ad-hoc network , pci interface card .
Ad-hoc networks can pose a security threat. Ad-hoc networks are defined as peer-to-peer networks between wireless computers that do not have an access point in between them. While these types of networks usually have little protection, encryption methods can be used to provide security.
Non-traditional networks
Non-traditional networks such as personal network Bluetooth devices are not safe from cracking and should be regarded as a security risk. Even barcode readers, handheld PDAs, and wireless printers and copiers should be secured. These non-traditional networks can be easily overlooked by IT personnel who have narrowly focused on laptops and access points.
Identity theft (MAC spoofing)
Identity theft (or MAC spoofing) occurs when a cracker is able to listen in on network traffic and identify the MAC address of a computer with network privileges. Most wireless systems allow some kind of MAC filtering to only allow authorized computers with specific MAC IDs to gain access and utilize the network. However, a number of programs exist that have network niffing capabilities. Combine these programs with other software that allow a computer to pretend it has any MAC address that the cracker desires, and the cracker can easily get around that hurdle.
Man-in-the-middle attacks
A man-in-the-middle attacker entices computers to log into a computer which is set up as a soft AP (Access Point). Once this is done, the hacker connects to a real access point through another wireless card offering a steady flow of traffic through the transparent hacking computer to the real network. The hacker can then sniff the traffic. One type of man-in-the-middle attack relies on security faults in challenge and handshake protocols to execute a e-authentication attack. This attack forces AP-connected computers to drop their connections and reconnect with the cracker soft AP. Man-in-the-middle attacks are enhanced by software such as LANjack and AirJack, which automate multiple steps of the process. What once required some skill can now be done by script kiddies. Hotspots are particularly vulnerable to any attack since there is little to no security on these networks.
Denial of service
A Denial-of-Service attack (DoS) occurs when an attacker continually bombards a targeted AP (Access Point) or network with bogus requests, premature successful connection messages, failure messages, and/or other commands. These cause legitimate users to not be able to get on the network and may even cause the network to crash. These attacks rely on the abuse of protocols such as the Extensible Authentication Protocol (EAP).
Network injection
In a network injection attack, a cracker can make use of access points that are exposed to non-filtered network traffic, specifically broadcasting network traffic such as panning Tree (802.1D), OSPF, RIP, and HSRP. The cracker injects bogus networking re-configuration commands that affect routers, switches, and intelligent hubs. A whole network can be brought down in this manner and require rebooting or even reprogramming of all intelligent networking devices.
Caffe Latte attack
The Caffe Latte attack is another way to defeat WEP. It is not necessary for the attacker to be in the area of the network using this exploit. By using a process that targets the Windows wireless stack, it is possible to obtain the WEP key from a remote client. By sending a flood of encrypted ARP requests, the assailant takes advantage of the shared key authentication and the message modification flaws in 802.11 WEP. The attacker uses the ARP responses to obtain the WEP key in less than 6 minutes.
Wireless Intrusion Prevention Systems
A Wireless Intrusion Prevention System (WIPS) is the most robust way to counteract wireless security risks. A WIPS is typically implemented as an overlay to an existing Wireless LAN infrastructure, although it may be deployed standalone to enforce no-wireless policies within an organization.
Large organizations with many employees are particularly vulnerable to security breaches caused by rogue access points. If an employee (trusted entity) in a location brings in an easily available wireless router, the entire network can be exposed to anyone within range of the signals.
WIPS is considered so important to wireless security that in July 2009, the PCI Security Standards Council published wireless guidelines for PCI DSS recommending the use of WIPS to automate wireless scanning and protection for large organizations.
Wireless Security Best Practices
Though a WIPS is deployed, certain wireless security best practices are recommended for every Wireless LAN deployment. Certain practices may not be possible due to deployment constraints.
MAC ID filtering
Most wireless access points contain some type of MAC ID filtering that allows the administrator to only permit access to computers that have wireless functionalities that contain certain MAC IDs. This can be helpful; however, it must be remembered that MAC IDs over a network can be faked. Cracking utilities such as SMAC are widely available, and some computer hardware also gives the option in the BIOS to select any desired MAC ID for its built in network capability.
Static IP addressing
Disabling at least the IP Address assignment function of the network’s DHCP server, with the IP addresses of the various network devices then set by hand, will also make it more difficult for a casual or unsophisticated intruder to log onto the network. This is especially effective if the subnet size is also reduced from a standard default setting to what is absolutely necessary and if permitted but unused IP addresses are blocked by the access point’s firewall. In this case, where no unused IP addresses are available, a new user can log on without detection using TCP/IP only if he or she stages a successful Man in the Middle Attack using appropriate software.
802.11 security
Main article: IEEE 802.1X
Regular WEP
Main article: Wired Equivalent Privacy
WEP stands for Wired Equivalent Privacy. This encryption standard was the original encryption standard for wireless. As its name implies, this standard was intended to make wireless networks as secure as wired networks. Unfortunately, this never happened as flaws were quickly discovered and exploited. There are several open source utilities like aircrack-ng, weplab, WEPCrack, or airsnort that can be used by crackers to break in by examining packets and looking for patterns in the encryption. WEP comes in different key sizes. The common key lengths are currently 128- and 256-bit. The longer the better as it will increase the difficulty for crackers. However, this type of encryption is now being considered outdated and seriously flawed. In 2005 a group from the FBI held a demonstration where they used publicly available tools to break a WEP encrypted network in three minutes. WEP protection is better than nothing, though generally not as secure as the more sophisticated WPA-PSK encryption. A big problem is that if a cracker can receive packets on a network, it is only a matter of time until the WEP encryption is cracked.
WEP has some serious issues. First, it does not deal with the issue of key management at all. Either the keys have to be manually given to end users, or they have to be distributed in some other authentication method. Since WEP is a shared key system, the AP uses the same key as all the clients and the clients also share the same key with each other. A cracker would only have to compromise the key from a single user, and he would then know the key for all users.
In addition to key management, a recently published paper describes ways in which WEP can actually be broken (eaknesses in the Key Scheduling Algorithm of RC4 by Fluhrer, Mantin and Shamir). This is due to a weakness in RC4 as it is implemented in WEP. If enough traffic can be intercepted, then it can be broken by brute force in a matter of an hour or two. If that weren bad enough, the time it takes to crack WEP only grows linearly with key length,…
Wristband USB Flash Disk-U84 ,
Overview
Parallels Desktop for Mac is a hardware emulation virtualization software, using hypervisor technology that works by mapping the host computer hardware resources directly to the virtual machine resources, allowing each virtual machine to operate identically to a standalone computer. Each virtual machine effectively has its own processor, RAM, floppy and CD drives, I/O devices, and hard disk, essentially all the resources of a physical computer. Parallels Desktop for Mac virtualizes all devices within the virtual environment, including the video adapter, network adapter, and hard disk adapters. It also provides pass-through drivers for parallel port and USB devices.
Because all guest virtual machines use the same hardware drivers irrespective of the actual hardware on the host computer, virtual machine instances are highly portable between computers. For example, a running virtual machine can be stopped, copied to another physical computer, and restarted.
Parallels Desktop for Mac is able to virtualize a full set of standard PC hardware, including
A virtualized CPU of the same type as the host’s physical processor , philips tv tuner card .
A generic motherboard compatible with the Intel i815 chipset , esata pci card .
Up to 8 GB of RAM for guest virtual machines (4 GB total), currently max 512 MB for Linux as guest system because of incompatibilities between i815 emulation and current Linux kernels
Up to 256 MB of video RAM (VRAM).
VGA and SVGA video cards with VESA 3.0 support.
A 1.44 MB floppy drive, which can be mapped to a physical drive or to an image file.
Up to four IDE devices. This includes virtual hard drives that range in size from 20 MB to 128 GB each and CD/DVD-ROM drives. Virtual CD/DVD-ROM drives can be mapped to either physical drives or ISO image files.
DVD/CD-ROM “pass-through” access.
Up to four serial ports that can be mapped to a pipe or to an output file.
Up to three bi-directional parallel ports, each of which can be mapped to a real port, to a real printer or to an output file.
An Ethernet virtual network card compatible with Realtek RTL8029(AS), capable of up to five network interface connections.
Up to eight USB 2.0 devices and two USB 1.1 devices.
An AC97-compatible sound card.
A 104-key Windows enhanced keyboard and a PS/2 wheel mouse.
Version 2.5
Parallels Coherence
The first official release of version 2.5 was on February 27, 2007, as build 3186.
Version 2.5 brought support for USB 2.0 devices, which expanded the number of USB devices supported at native speed, including support for built in iSight USB web-cams. The amount of video RAM allocated to the guest OS was made adjustable, up to 32MB. Full featured CD/DVD drives arrived in this version, which allowed the user to burn disks directly in the virtual environment, and play any copy-protected CD or DVD as one would in OS X. In addition, a shared clipboard and drag-drop support between OS X and the guest OS was implemented. This version brought the ability for users with a Windows XP installation to upgrade to Windows Vista from within the VM environment. A new feature known as Coherence was added, which removed the Windows chrome, desktop, and the virtualization frames to create a more seamless desktop environment between Windows and OS X applications. This version also allowed users to boot their existing Boot Camp Windows XP partitions, which eliminated the need to have multiple Windows installations on their Mac. A tool called Parallels Transporter was included to allow users to migrate their Windows PC, or existing VMware or Virtual PC VMs to Parallels Desktop for Mac.
Netsys lawsuit
In 2007, the German company Netsys GmbH sued Parallels’ German distributor Avanquest for copyright violation, claiming that Parallels Desktop and Parallels Workstation are directly based on a line of products called “twoOStwo” that Parallels developed on paid commission for Netsys, of which it says, Netsys has been assigned all copyrights, according to news sources. The lawsuit claimed that Parallels Desktop 2.5’s compatibility with “twoOStwo”, which was developed for and paid for by Netsys, showed that the two software products are run by essentially the same functional core. When Netsys lost its initial urgency proceeding, in which it requested a temporary injunction from the Landgericht district court of Berlin, it filed a new suit.
Version 3.0
Parallels Desktop features hardware accelerated 3D graphics, and runs many Windows games, including Half-Life 2, shown here.
On June 7, 2007 build 4124 was released as the first publicly available version of Desktop 3.0.
Version 3.0 retained all of the functionality from previous versions and added new features and tools. Support for DirectX 8.1 and OpenGL was added, allowing Mac users to play some Windows games without the need to boot into Windows with Boot Camp. A new feature called SmartSelect offers cross OS file and application integration by allowing the user to open Windows files with Mac OS X programs and vice versa. Parallels Explorer was introduced, which allows the user to browse their Windows system files in OS X without actually launching Windows. A new snapshot feature was included, allowing one to restore their virtual machine environment to a previous state in case of issues. Further, Parallels added a security manager to limit the amount of interaction between the Windows and OS X installations. This version included a long awaited complete “Parallels tools’” driver suite for Linux guest operating systems. Therefore integration between Mac OS X and Linux guest-OS’s has been greatly improved.
Despite the addition of numerous new features, tools and added functionality, the first iteration of Desktop for Mac 3.0 may be missing some of features that Parallels had planned for it. A Parallels, Inc. representative stated at MacWorld in January 2007 that version 3.0 would bring accelerated graphics, “multi-core virtual machines/virtual SMP, some SCSI support, a more Mac-like feel, as well as a more sophisticated coherence mode, dubbed Coherence 2.0″. While accelerated graphics have materialised, Coherence, as well as the overall look and feel of Parallels Desktop for Mac has only changed slightly. Also, SCSI support has not been implemented.
It is currently unknown if these features have been abandoned altogether, or if they will show up in a later build of version 3.0.
Build 4560, released on July 17, 2007, added an imaging tool which allowed users to add capacity to their virtual disks.
Feature update
Parallels Coherence in Expos
Build 5160, released on September 11, 2007, added some new features and updated some current features.
The release focused on updates to Coherence, with support for Expos , window shadows, and transparent windows and the ability to overlap several Windows and Mac windows. Further, Parallels’ Image Tool was updated to allow one to change their virtual hard disk format between plain and expanding. Parallels Explorer was updated to allow for one to automatically mount an offline VM hard drive to the Mac desktop. Some new features added are iPhone support in Windows, allowing iTunes in Windows to sync with it. Users can now mirror desktops or other folders. Further, Mac drives can now be mapped by Windows and sound devices can now be changed ‘on the fly’. Up to 2 GB of RAM can be allocated to a virtual machine, with a total of 4 GB of RAM available.
Parallels Desktop for Mac Build 5608 added support for guest Parallels Tools for Linux in the latest Linux distributions (including Ubuntu 8). It also added support for running 3D graphics in Windows virtual machines on Mac OS X Leopard 10.5.3.
Wine controversy
According to Parallels’ Licensing page, Desktop for Mac version 3.0 contains Direct3D code that was originally developed by the Wine open source project. Wine software is licensed under the GNU Lesser General Public License, which required Parallels to release the source code. Parallels released the modified source code on July 2, 2007, about 2 weeks after the promised release date. A Parallels spokesman explained the reasons for the delay in a message on the official company blog.
Version 4.0
Parallels Modality and Translucent Window
Version 4.0, released November 11, 2008, updates its GUI, adds some new features, enhances its performance by up to 50% and has been developed to consume 15-30% less power than previous versions. Version 4.0 is the first version of Parallels Desktop that supports both 32-bit and 64-bit guest operating systems. Parallels Desktop 4.0 for Mac 3D support includes DirectX 9.0, DirectX Pixel Shader 2.0 and OpenGL 2.0 as well as 256 MB video memory. It also adds support for 8 GB RAM in a virtual machine and 8-way SMP. Parallels Desktop 4.0 introduces an adaptive hypervisor, which allows users to focus the host computer resources towards either host or the guest operating system.
Parallels Desktop 4.0 for Mac adds some new features such as:
A fourth viewing mode called Modality, which allows users to scale the size of an active guest operating system on the Mac desktop
A new screenshot utility called Clips, which lets users take and share screenshots between the host and the guest operating systems.
Start Menu integration and Automatic Windows Notifications on the Apple Menu Bar.
The ability to use select voice commands to remotely control the virtual machine.
The ability to start and stop a virtual machine via the iPhone. (Requires installing an iPhone application from Apple’s AppStore.)
Since the Version 4.0 release,…
4/8/16 Channel PCI Telephone Recording Card, 1/2 Channel Telephone (Voice) Recording Box ,
Uses
These slots can accept FireWire 800 (1394B), Serial ATA external disk drives, Solid-state drives, Wireless network interface cards, TV tuner cards, soundcards, additional memory and memory card readers, among other things. Asus has recently revealed an external graphics card that can be connected to laptops through the interface, the XG Station. However, these kinds of graphics cards can only be used on an external monitor.
Video graphics cards
According to the ExpressCard website, “We do not expect that a stand-alone ExpressCard graphics accelerator will be developed in the near term. Graphics accelerators currently require more board space than even an ExpressCard/54 module provides, more power than the ExpressCard slot can provide and produce more heat than an ExpressCard module can safely dissipate.”
However, there are products allow one to connect a standard, full-size PCIexpress card (like a modern GPU) to a laptop through the Expresscard slot, utilizing an external case and power supply for the desktop PCIexpress card. See here: http://www.magma.com/products/pciexpress/index.htm , pcmcia sata card .
Form factor , dvr cctv card .
ExpressCard supports two form factors, ExpressCard/34 (34 mm wide) and ExpressCard/54 (54 mm wide, in an L-shape) the connector is the same on both (width 34 mm). Standard cards are 75 mm long (10.6 mm shorter than CardBus) and 5 mm thick, but may be thicker on sections that extend outside the standard form for antennas, sockets, etc. The 34 mm form factor cards fit into both 34 mm and 54 mm card slots via a diagonal guide in the rear of the 54 mm slot that guides the card to the connector. The 54 mm card will fit in only a 54 mm slot.
Adapters are available for connecting an ExpressCard/34 card to a CardBus slot.
Comparison to CardBus
The major benefit of ExpressCard technology over the previous PCMCIA CardBus PC card is a dramatic increase in bandwidth, afforded by the fact that the ExpressCard has a direct connection to the system bus over a PCI Express x1 lane and USB 2.0, whereas CardBus utilizes an interface controller that only interfaces with PCI. The ExpressCard has a maximum throughput of 2.5 Gbit/s through PCI Express and 480 Mbit/s through USB 2.0 dedicated for each slot, versus CardBus’s shared 1.06 Gbit/s bandwidth.
Cardbus to ExpressCard Adapter
In addition, the ExpressCard standard uses lower voltages than the previous CardBus slots (1.5V and 3.3V versus 3.3V and 5.0V).
The ExpressCard FAQ also claims other advantages, including lower cost, better scalability, and better integration with motherboard chipset technology. The ExpressCard interface is not backwards-compatible with CardBus devices, which presents a problem for those who may purchase a new system only to find that their devices do not work with the new slot design.
However, adapters are available for connecting a CardBus card to an ExpressCard/34 or ExpressCard/54 slot.
Availability
A mobile broadband modem integrated into ExpressCard 34
An ExpressCard slot has been commonly included on high-end laptops made since 2006.
Hewlett-Packard began shipping systems with ExpressCard in November 2004.
Lenovo integrated the slot into their flagship ThinkPad T43 in May 2005.
Dell Computer also incorporates this in their Precision (the 17″ models have them exclusively, the 15″ Precisions have both express card and PCMCIA Card slots), Inspiron, Latitude (Latitude D-series have PCMCIA card slots. The D820/D830 have both ExpressCard and PCMCIA card slots), Studio, Vostro and XPS Laptop product lines.
Fujitsu-Siemens began shipping systems with ExpressCard in mid 2005.
Apple Inc. included single ExpressCard/34 slots in every MacBook Pro notebook computer from January 2006 through June 2009, At the June 8, 2009 Apple Worldwide Developers Conference the company announced that the 15-inch and 13-inch MacBook Pro models would replace the ExpressCard slot with a Secure Digital card slot, while retaining the ExpressCard slot on the 17-inch model.
ASUS has also replaced the PC Card slot with an ExpressCard slot on many of its new models.
Sony also began shipping systems with ExpressCard with its new laptop VGN-SZ and FW product line.
The Acer Aspire laptop series also has a single ExpressCard/54 slot on most new models.
Panasonic incorporates ExpressCard/54 slots in all the fully rugged and semi-rugged models of their Toughbook brand of portable computers.
Gateway notebooks (ML3109 and later) also ship with ExpressCard 54 interfaces.
Because of the lack of backward compatibility, some laptop manufacturers have chosen to release models incorporating both CardBus (PCMCIA, PC Card) and ExpressCard slots. These include certain models of Acer Aspire, Toshiba Satellite, Dell Latitude and Precision, MSI S42x and Lenovo ThinkPad Z60m, R52, T60 and R61.
A large number of ExpressCard devices were presented at the CeBit trade show in Germany in March 2005. In November 2006, Belkin announced that it is launching the first ExpressCard docking station, which uses the PCIe part of an ExpressCard connection to enable 1600×1200 video and the USB part to provide USB, audio and network ports. This points to the ability for ExpressCard to allow more capable non-OEM docking stations for laptop computers.
Recently Sony has introduced its Vaio TZ model, which incorporates ExpressCards. Also the Sony Vaio FZ and Vaio Z series has the ExpressCard 34 Slot integrated in them. Sony also uses the ExpressCard/34 form factor for the flash memory modules in its XDCAM EX/SxS based camcorders, making the copying of video data between these cameras and ExpressCard-equipped laptops easier. For this reason, Sony also offers a USB-based SxS reader for desktop computers.
The new Toshiba Satellite P and X 200/205 series of laptops and desktop replacements have an ExpressCard/34 slot since April 2007.
ExpressCard 2.0
Please help improve this article by expanding it. Further information might be found on the talk page. (September 2008)
ExpressCard 2.0 Standard was delivered March 4, 2009 at CeBIT in Hannover. It complies with PCI-Express 2.0 and SuperSpeed USB, which is part of the USB 3.0 specification. It is backwards compatible with current ExpressCard modules and 2.0 ExpressCard modules will work in current slots. ExpressCard 2.0 products are expected to be in the market in 2010.
Consumer take-up
There is a perception that the ExpressCard slots on laptops are under-utilised[citation needed], with little consumer take-up of hardware using the slot compared with the very popular USB 2.0 connection sockets found on all current computers. As of 2009, Apple has removed ExpressCard slots from all of its laptop models except the 17-inch screen MacBook Pro[citation needed]. Compared with USB hardware, ExpressCard hardware is less obtrusive. Typically, an ExpressCard accessory can be left permanently installed, as the laptop can be stored in its case with it still in place. ExpressCard plug-in hardware available includes TV tuners, mobile broadband cards. Media remote control units are available that use the ExpressCard slot to store and recharge. [dead link]
Notes
^ As of 27 April 2007. Source: http://www.pcmcia.org/order.htm
^ “NEWCARD Reborn As ‘ExpressCard’”. http://www.wi-fiplanet.com/news/article.php/3077821. Retrieved on 2009-02-25.
^ http://www.expresscard.org/web/site/qa.jsp
^ http://www.expresscard.org/web/site/cebit2009.jsp ExpressCard 2.0
^ http://shopper.cnet.com/remote-controls/hp-mobile-remote-control/4027-7900_9-31860035.html
External links
Official Home Page for ExpressCard Technology from PCMCIA
v d e
Memory cards
CompactFlash (CF) JEIDA Memory Stick (MS/MS-PRO) miCard Microdrive (MD) PC Card SmartMedia (SM) SxS Universal Flash Storage (UFS) USB xD-Picture
MMC/SD
MultiMediaCard (MMC) Secure Digital (SD) miniSD microSD
Memory card reader
Comparison of memory cards SD Card and MultiMediaCard family comparison
v d e
Computer data bus standards
Computer bus standards (desktop)
S-100 bus I2c ISA Zorro II Low Pin Count HP-Precision Bus EISA VME64 NuBus TURBOchannel MCA Sbus VLB PCI HP GSC bus Zorro III InfiniBand UPA PCI-X AGP PCI Express QuickPath Interconnect HyperTransport
Computer bus standards (portable)
PC Card ExpressCard
Storage bus standards
ST-506 ESDI Parallel ATA DMA SSA Serial ATA Serial ATA 2 SCSI Serial Attached SCSI Fibre Channel iSCSI
Peripheral bus standards
Apple Desktop Bus MIDI RS-232 DMX512A 16550 UART UART RS-422 (serial port) IEEE-1284 (parallel port) EIA-485 USB eSATA FireWire Fibre Channel USB 3.0 Camera Link External PCI Express x16
Categories: Computer buses | Standards organizations | MotherboardHidden categories: Articles to be expanded from September 2008 | All articles to be expanded | All articles with unsourced statements | Articles with unsourced statements from June 2009 | All articles with dead external links | Articles with dead external links from June 2009
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History
The JetDirect was first introduced in March 1991 (code named QuickSilver) with the LaserJet IIIsi network printer (code named Helios). This interface, MIO (Modular Input/Ouput) was designed from the ground up with the IIIsi to create a mainstream full function high performance networked printer. The initial MIO interface card supported Ethernet and Token Ring physical layer variants and various networking protocols over an AUI/BNC connection. Initially, a separate card was required for each protocol needed, such as TCP/IP, IPX/SPX, AppleTalk, or DLC/LLC. The most common communication uses TCP port 9100. The following year the team applied the technology to the legacy accessory slot on the LaserJetIIs and IIIs (XIO) XIO(Extended Input/Output). Not until 1994 would MIO interface cards be released that could support more than one protocol per card.
The next development releases added connection interfaces. In 1992, a card with both RJ45 and BNC connectors was released, and in 1993, the first external JetDirects were introduced with a parallel interface. This enabled JetDirect cards to connect to almost any printer, making that printer network-capable. In 1995, the Ex plus 3 was released, with 3 parallel ports on one network interface, allowing 3 printers to share 1 network address.
1997 saw the new numbering format for both internal and external JetDirects. Internals began the 6xx series with the release of the 600n, multi-protocol card that supported TCP/IP, IPX/SPX, DLC/LLC, and AppleTalk over a token-ring network; along with the 1760x series external print server - also multi-protocol. An Ethernet version of the 600n was released in 1998. In 1999, the JetDirect autoswitch was introduced.
1998 also saw the release of 170x, the first value-line print server aimed at smaller companies that did not necessarily need full networking - only TCP/IP or IPX/SPX support. This was followed in 2000 by the JetDirect 70x home print server , mmc sd memory card .
615n serie , buy network card .
In 2002 HP released the 615n series of Internal EIO print server. This model featured a new chipset manufactured in Singapore that had an issue to do with either overheating or data overload. Otherwise known as the ASIC issue, this meant the 615n card could fail without warning, and when it failed, would completely shut down, appearing to vanish from the printer entirely. Functionality can be restored in most cases by removing plastic end and heating it component side up in an oven at 400 degrees F. for 5 minutes[citation needed].
Soon afterwards, HP began to do a per-item replacement policy that has ended as of October 31, 2008, when all known 615n cards were at least 4 years old and at such time HP felt it had taken appropriate corporate responsibility for a defect in manufacturing.
The 615n cards most directly affected were the units installed in the Laserjet 2300, 4200 and Color 4600 series. Those cards appear to be most prone to failure.
Any 615n series card can fail, but it is up to HP to determine if the failure is due to the chipset or some other factor. It is recommended to call them or contact them through the Web site and they will proceed to do some simple troubleshooting steps to determine if the failure is due to the chipset or some other cause. If it is proven to be the chipset, HP would be able to replace the card under warranty with an as-new card (nominally a 620n) which can save the customer upwards of US$350 at current (2007?) retail prices.
External print servers
Model number
Printer ports
Network ports
Network protocols
Firmware
Notes
EX Plus
One Parallel
10Base-T Coax and RJ45
TCP/IP, IPX/SPX, and DLC/LLC
Flash EEPROM
BOOTP & DHCP Client
EX Plus3
Three Parallel
10Base-T Coax and RJ45
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC
Flash EEPROM
DHCP Client (not BOOTP)
170x
One Parallel (IEEE 1284.4)
One RJ45 10Base-T Ethernet
TCP/IP, IPX/SPX, and DLC/LLC
Non-upgradeable
175x
One USB 1.0
One RJ45 10/100Base-TX Ethernet
TCP/IP, AppleTalk, LPD (Windows and Mac OS only)
Non-upgradeable
Discontinued in favour of the en1700
300x
One Parallel (IEEE 1284.4)
One RJ45 10/100Base-TX Ethernet
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC, IPP, FTP
2 MB
Two models available; the standard RJ45 model, and the OfficeConnect model, designed to integrate into the 3Com OfficeConnect network family of products OfficeConnect model now discontinued
310x
One USB 1.0
One RJ45 10/100Base-TX Ethernet
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC
2 MB
Discontinued in Favor of the en3700
en1700
One USB 2.0
One RJ45 10/100Base-TX Ethernet
TCP/IP, AppleTalk
2 MB
Limited Firmware flashable for USB connectivity to certain HP printers
en3700
One USB 2.0
One RJ45 10/100Base-TX Ethernet
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC
4 MB
500x
Three Parallel (IEEE 1284.4
One RJ45 10/100Base-TX Ethernet, one BNC (10Base-2)
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC
2 MB
Discontinued in favor of the 510x
510x
Three Parallel (IEEE 1284.4
One RJ45 10/100Base-TX Ethernet
TCP/IP, IPX/SPX, AppleTalk, and DLC/LLC
2 MB
Same product as the 500x, except no BNC connector and ROHS compliant
wp110
One Parallel (IEEE 1284.4)
One RJ45 10/100Base-TX Ethernet, Wireless 802.11b
TCP/IP, AppleTalk, IP Direct mode, telnet, SLP, IGMP, BOOTP/DHCP, WINS, SNMP, HTTP, Auto-IP, and Apple Rendezvous
2 MB
Discontinued
380x
One USB 1.0
Wireless 802.11b
TCP/IP (IP Direct Mode, LPD, FTP, IPP), IPX/SPX, DLC/LLC, and AppleTalk. Also NDS, NetWare Bindery, NCP, telnet, SLP, IGMP, BOOTP/DHCP, WINS, SNMP v1 and v2c, and HTTP
4 MB
Discontinued in favor of ew2400
ew2400
One USB 2.0
One RJ45 10/100Base-TX Ethernet, Wireless 802.11b/g
TCP/IP, IPX/SPX Direct mode, AppleTalk, IP Direct mode, LPD printing, telnet, SLP, IGMP, BOOTP/DHCP, WINS, SNMP, HTTP, Auto-IP, and Apple Rendezvous
4 MB
Internal print servers
MIO
MIO (Modular Input/Output) was the first technology developed by HP for its laser printers to enable the addition of peripheral cards such as JetDirect.
Model number
Network ports
Released
Notes
C2059A/B/C/D/E/T
???
Outdated; must be replaced with J2550B, J2552B, J2555B, or J2556B
J2337
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2338
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2339
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2340
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2371
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2372
10Base-T
Can be upgraded with J2546B SIMM or J2549B SIMM
J2373
???
Can be upgraded with J2546B SIMM or J2549B SIMM
J2550A/B
10Base-T
1 November 1996
“A” version can be upgraded to “B” version with a firmware update
J2552A/B
10Base-T, 10Base-2, and LocalTalk
1 November 1996
“A” version can be upgraded to “B” version with a firmware update
J2555A/B
Token Ring
1 November 1996
“A” version can be upgraded to “B” version with a firmware update
J2556B
10/100Base-TX
J4100A
10/100Base-TX and 10Base-2
1 February 2000
J4105A
Token Ring
1 February 2000
J4106A
10Base-T
1 February 2000
LIO
LIO interfaces were developed by HP as a corporate response to the strictly internal MIO and EIO development path. The LIO interface differs from MIO/EIO in that the card is wrapped in an external plastic casing and is hot-swappable. The LIO backplane technology is based on a low power/low-voltage (<1-volt) differential signaling technology.
200m 10/100 Base-T (Supports only Windows and Apple Mac, fixed firmware)
250m 10/100 Base-T (Full support for Netware and Un*x, firmware upgradeable)
280m 802.11b Wireless
EIO
EIO (Enhanced Input/Output) is a modular interface developed by HP for its printers to expand their capabilities. EIO does not just serve JetDirect cards, but EIO hard drives and the EIO Connectivity card for adding communication ports to the printers as well. EIO utilizes the 3.3V signaling technology of the Conventional PCI bus and is significantly more energy-efficient than MIO technology. EIO print servers will not work in LIO slots, nor will the LIO print servers work in EIO slots.
600n 10Base-T/10Base-2 EIO Card (J3110A, J3111A, J3112A, J3113A) (Discontinued)
610n for Ethernet/802.5, DB9, RJ45 (J4169A, J4167A) (Discontinued)
615n 10/100TX (J6057A) (Discontinued)
620n Ethernet/Fast Ethernet (10/100Base-TX, 802.3) (J7934A, J7934G)
625n Ethernet/Fast Ethernet/Gigabit (10/100/1000Base-TX, 802.3) (J7960A, J7960G) (Discontinued)
630n Ethernet/Fast Etnernet/Gigabit (10/100/1000Base-Tx, 802.3) IPv6 (J7997G) replacement for 625n
635n Ethernet/Fast Ethernet/Gigabit (10/100/1000Base-TX, 802.3) IPv6/IPsec (J7961A, J7961G)
680n 802.11b Wireless (Discontinued)
690n Ethernet/Fast Ethernet/Wireless (10/100Base-TX, 802.3, 802.11b, 802.11g) IPv6/IPsec (J8007G) (New July 2008)
Other JetDirect products
bt1300
The BT1300 is a Bluetooth compliant network adapter for network-ready parallel or USB printers….
Recycled Paper Greeting Cards ,
B communications device class (or “USB CDC”) is a composite Universal Serial Bus device class. It provides a single device class, but there may be more than one interface implemented such as a custom control interface, data interface, audio, or mass storage related interfaces.
The communications device class is primarily used for modems. However it also supports ISDN and Fax machines. It also supports plain telephony applications for performing regular voice calls.
Additionally this device class supports computer networking akin to a network card, providing an interfaces for transmitting Ethernet or ATM frames onto some physical media. Microsoft Windows versions prior to Windows Vista do not support the networking parts of the USB CDC, instead promoting Microsoft’s own derivative named Microsoft RNDIS, a serialized version of the Microsoft NDIS (Network Driver Interface Specification). With a vendor-supplied INF file, Windows Vista supports USB CDC and USB WMCDC .
This class is generally implemented in embedded systems like mobile phones to achieve more than one functionality from the device, so that a phone may be used as a modem, Fax or network port. The data interfaces are generally used to perform bulk data transfer.
References
^ Support for the Wireless Mobile Communication Device Clas , pcmcia tuner card .
External link , usb sim card .
USB-IF’s Approved Class Specification Documents
Class definitions for Communication Devices 1.2 (.zip file format, size 2.61 MB)
Class definitions for Communication Devices 1.1
a good guide (linux-oriented) about USB host-to-host, CDC ‘ethernet’ class and RNDIS
USB CDC ACM/ECM, RNDIS Drivers
This computer hardware-related article is a stub. You can help Wikipedia by expanding it.
Categories: USB | Computer hardware stubs
Smart Commercial Litigation In Debt Recovery ,
First generation
First generation
Model year(s)
19982002
Platfor , used axles .
Ford U platfor , hms scrap metal .
Engine(s)
5.4 L Triton SOHC V8
5.4 L InTech DOHC V8
Transmission(s)
4-speed automatic
Wheelbase
119.0 in (3,020 mm)
Length
204.8 in (5,200 mm)
Width
1998-99: 79.8 in (2027 mm)
2000-02: 79.9 in (2,030 mm)
Height
2000-02 2WD: 75.2 in (1910 mm)
1998-99 2WD: 72.7 in (1847 mm)
2000-02 4WD: 76.7 in (1948 mm)
1998-99 4WD: 76.7 in (1948 mm)
Fuel capacity
30 US gallons (113.6 L; 25.0 imp gal)
The 1998 Navigator was introduced in August 1997 as Lincoln’s first sport utility vehicle (SUV) with seating for up to eight people. The Navigator was based directly on the Ford Expedition, which was introduced the year before, but was positioned to be a new luxury choice in the then-growing full-size SUV market segment, with more features and an upscale design. Though the Navigator’s exterior bears resemblance to its Expedition cousin at a glance, it differs in a number of ways, including different front and rear fascias with unique headlights and taillights, a chrome “waterfall” style grille, a unique hood, different style wheels, unique wheel arches, a different roof rack, and different door handles. Inside, the Navigator’s humble truck roots could be more easily spotted as it had the same dashboard layout as the Expedition and F-150. However, the Navigator’s interior featured upscale additions including standard leather seating surfaces, fine wood inserts, extensive carpeting, and greater sound deadening.
In terms of other features, Navigators were equipped with things such as dual front-side airbags, four wheel anti-lock disc brakes, a four-speaker premium audio system with AM/FM-cassette radio, automatic climate control, a wood- and leather-trimmed steering wheel with redundant audio and climate controls, “captain’s chair” front bucket seating, power driver and passenger seats, first- and second-row floor consoles, an overhead console (with map lighting and electronic information displays), power windows, power door locks, power heated mirrors, remote keyless entry, illuminated running boards, automatic headlights, foglights, and 16-inch alloy wheels. Upscale options included a power moonroof, a universal garage door opener, an electrochromic rearview mirror (which filters out headlight glare from other vehicles behind the Navigator), a seven speaker, 290-Watt audio system with a six-disc front console-mounted CD-changer, rear seat audio controls, and 17-inch alloy wheels.
Underneath its luxury appointments, the Navigator was mechanically similar to the Expedition. Both were full-size, rear-wheel drive body-on-frame SUVs with a short-long arm (SLA) independent front suspension and live axle rear suspension. The Navigator differed slightly compared to the Expedition featuring a load-leveling air suspension with tuning for enhanced ride comfort. Two-wheel drive was standard in the Navigator with Ford’s Control Trac four-wheel drive system with high and low gearing available. The Navigator initially shared the same 5.4 L SOHC V8 as the Expedition, which made 230 hp (170 kW) at 4250 rpm and 325 lbft (441 Nm) of torque at 3000 rpm. Likewise, the Navigator shared the same 4R100 4-speed automatic transmission with overdrive as the Expedition. The rear axle ratio of the Navigator, whether it was two-wheel or four-wheel drive, was 3.73:1. With a base curb weight of well over 5,000 lb (2,300 kg), the Navigator wasn’t particularly fast off the line. A four-wheel drive model tested by Motor Trend magazine that weighed in at 5,557 lb (2,521 kg) could accelerate from zero to 60 mph (97 km/h) in 10.3 seconds and complete a quarter mile (~400 m) in 17.7 seconds at 78.7 mph (126.7 km/h). However, the same Navigator came with a useful towing capacity of 7,700 pounds (3,500 kg).
In its first calendar year of sales (1998), Navigator contributed to an unprecedented event of recent decades - the overtaking by the Lincoln brand of perennial rival Cadillac in annual sales volume. Initially, published figures indicated that Cadillac had outsold Lincoln by a scant 222 vehicles sold, thanks to an enormous surge in Escalade’s monthly sales in December, from hundreds in previous months to almost 5,000. A subsequent audit resulted in a retraction/apology in May 1999, attributing the “error” to “overzealous” low-level employees.
Upgrades came to the Navigator after only one model year in the interest of refining the vehicle and keeping it competitive. The 1999 Navigator initially came with the same 5.4 L SOHC V8 used previously, though it was revised to produce 260 hp (190 kW) at 4500 rpm and 345 lbft (468 Nm) of torque at 2300 rpm. Arriving later in the same model year replacing this engine was a new 5.4 L DOHC V8 that produced 300 hp (220 kW) at 5000 rpm and 355 lbft (481 Nm) of torque at 2750 rpm. The new DOHC V8 was marketed under the name InTech, making it the second Lincoln engine, after the 4.6 L DOHC V8 of the Lincoln Mark VIII, to use this name. The rest of the Navigator’s powertrain, including the transmission and rear axle, remained largely unchanged. Thanks to the new InTech V8, zero to 60 mph (97 km/h) acceleration times were cut to the mid-eight second range and towing capacity increased to over 8,500 lb (3,900 kg). Elsewhere in the Navigator, power adjustable brake and accelerator pedals became available for 1999 and 17-inch alloy wheels were now standard. In 2000, the Navigator’s options list expanded to include a satellite navigation system, heated and cooled front seats, a reverse-sensing system, and side-impact airbags. Also in 2000, softer, Nudo leather replaced the previous leather used in the Navigator and the radio antenna of the Navigator was removed from the front passenger-side fender and integrated into the rear passenger-side quarter panel window. For 2001, a rear-seat, VHS-based video entertainment system became available. In a minor change, the back coloring of the “four-point star” logo, the symbol of Lincoln, changed from red to black on 2001 and newer Navigators. The Navigator was carried over unchanged for 2002 as a redesigned Navigator was planned for 2003. Also for 2001, the text from Navigator - Lincoln on the back changed to Lincoln - Navigator.
Second generation
Second generation
Model year(s)
20032006
Platform
Ford U platform
Engine(s)
5.4 L InTech DOHC V8
5.4 L Triton SOHC V8
Transmission(s)
6-speed automatic
Wheelbase
118.8 in (3,020 mm)
Length
2003-04: 206.0 in (5,230 mm)
2005-06: 207.5 in (5,270 mm)
Width
2003-04: 78.7 in (1999 mm)
2005-06: 80.2 in (2,040 mm)
Height
77.8 in (1,980 mm)
Fuel capacity
28 US gallons (106.0 L; 23.3 imp gal)
2003-2004 Lincoln Navigator
For 2003, a number of changes and improvements were made to the Navigator thanks to a thorough redesign. The Navigator continued to share a platform with the Ford Expedition, which was also redesigned for 2003, but continued to differ from it in terms of styling and various upscale features. The 2003 redesign featured a thoroughly revised exterior, the first since the Navigator’s launch, with only the front doors and roof panel unchanged from the previous generation. The new exterior came with things such as a larger chrome waterfall grille, brighter quad-beam headlights with larger housings, revised chrome door handles set in color-keyed bezels, and slightly wider running boards. Inside the Navigator was an all-new instrument panel and dashboard area which, significantly, was not shared with the Expedition. Inspired by the symmetrical, “dual-cockpit” layout of the 1961 Lincoln Continental, the instrument panel and dashboard area was adorned with real walnut burl wood inserts and panels and switches painted with a low-luster satin nickel color. Adding to the upscale interior design further were white LEDs, 120 in all, which provided backlighting for controls and switches. Additionally, to direct attention to the high-quality satin nickel-faced analog clock mounted in the dashboard, an articulating door is present to conceal the radio head unit and optional satellite navigation system when they are not in use.
Highlighting the Navigator’s design changes were other new features and options for 2003. Newly available features like Ford’s Safety Canopy side curtain airbags and a tire pressure monitoring system improved occupant safety. Convenience was enhanced by the availability of power running boards (an industry first), power-folding third row seats, a power liftgate, and HID headlights (for top end models). The available rear-seat video entertainment system was updated to be DVD-based and all Navigators now came with standard 18×7.5-inch alloy wheels with 18×8-inch chrome wheels available as an option.
Like the redesigned 2003 Expedition, the Navigator benefitted from a reworked chassis, new rack-and-pinion steering, and an all-new independent rear suspension (IRS), which brought better handling and ride comfort. The Navigator continued to benefit from a load-leveling air suspension but it now lowered the vehicle by an inch when stopped in the interest of easing entry and exit. The Navigator’s powertrain remained…
Scrap Copper Wire ,
1973
First generation
Also called
Mazda Luce
Productio , scrap non ferrous .
1973198 , titanium scrap .
Body style(s)
2-door coupe
4-door sedan
5-door station wagon
Engine(s)
1.8 L 1800 I4
2.0 L F/MA I4
2.2 L I4 Diesel
1.3 L 13B
Wheelbase
2510 mm (98.8 in)
Length
4404 mm (173.4 in)
Width
1666 mm (65.6 in)
Height
1095 kg (2414 lb)
Related
Mazda RX-4
The first Mazda 929 was introduced in 1973 to replace the piston-powered Mazda Luce, which had become the rotary RX-4. It was a large (for Japan) coupe, sedan, and station wagon powered by a 1.8 L (1769 cc) inline-4 Mazda 1800 engine. Output was 94 hp (69 kW) and 101 Nm (137 Nm).
The Luce was updated in 1975 with an optional 2.0 L (1970 cc) engine which produced 103 hp (76 kW) and 123 Nm (167 Nm) from a 2 barrel carburetor. Another option was the 13B rotary engine, producing 127 hp (93 kW) and 138 Nm (188 Nm). A more efficient 2.0 L I4, producing 90 hp (66 kW) with a single-barrel carb, was added in 1977. The final addition was a 2.2 L Diesel engine for 1980. Its output was 66 hp (49 kW) and 104 Nm (142 Nm). The 929 was replaced after 1979 by the next generation Luce/929.
Engines:
1973-1980 1.8 L (1769 cc) 1800 I4, 2 barrel, 94 hp (69 kW)/101 ftlbf (137 Nm)
1975- 2.0 L (1970 cc) F/MA I4, 2 barrel, 103 hp (76 kW)/123 ftlbf (167 Nm)
1977-1980 2.0 L F/MA (1970 cc) I4, 1 barrel, 90 hp (66 kW)
1980-1981 2.2 L Diesel, 66 hp (49 kW)/104 ftlbf (142 Nm)
1975-1981 1.3 L 13B, 127 hp (93 kW)/138 ftlbf (188 Nm)
1981
Second generation
Also called
Mazda Luce
Production
19811986
Body style(s)
2-door coupe
4-door sedan
Platform
Mazda HB platform
Engine(s)
2.0 L F/MA I4
2.0 L FE I4
Related
Mazda Cosmo
The next generation 929 was introduced in 1981, remaining an export version of the Mazda Luce. It was a large front-engine rear-wheel drive sedan or estate car on the new HB platform with the Mazda Cosmo. This version was introduced in 1982 in some markets and produced until 1986, though Japan got a new Luce a year earlier.
In Europe the 929 was badged 2000 or 2000E (E denoting “estate car”). The turbo version was never offered in Europe, neither was the saloon (although parts of Europe bordering on Eastern Europe and the Middle East received the saloon version. Cyprus got both the sedan and estate car versions.
Engines:
1981-1986 2.0 L (1970 cc) F/MA I4, 1 barrel, 90 hp (66 kW)/118 ftlbf (160 Nm)
1981-1986 2.0 L (1998 cc) FE I4, 2 barrel, 101 hp (74 kW)/115 ftlbf (156 Nm)
1981-1986 2.0 L (1998 cc) FE I4, FI, 118 hp (87 kW)/126 ftlbf (171 Nm)
1986-1987 2.0 L (1998 cc) FET I4, FI, turbo, 120 hp (89 kW)/150 ftlbf (203 Nm)
1986
Third generation
Also called
Mazda Luce
Production
19861991
Body style(s)
4-door sedan
Platform
Mazda HC platform
Engine(s)
2.0 L FE I4
2.2 L F2 I4
2.0 L JF V6
3.0 L JE V6
Transmission(s)
4-speed automatic
5-speed manual
Wheelbase
106.7 in (2710 mm)
Length
1988-89: 193.1 in (4905 mm)
1990-91: 194.1 in (4930 mm)
Width
1988-89: 66.9 in (1699 mm)
1990-91: 67.9 in (1725 mm)
Height
54.5 in (1384 mm)
Fuel capacity
18.5 US gal (70 L; 15 imp gal)
The 929 was updated in 1986 (1987 in some markets) with the HC platform and a 3.0 Liter V6 engine. The car was produced through 1991, again lagging behind its Japan-market twin, the Mazda Luce, by one year. The 929 began U.S. and Canadian sales in 1988; the only engine option was the 3.0 Liter V6. After 1990, when Chrysler dropped its Fifth Avenue and Dodge Diplomat (both of which had Chrysler Slant-6 engines) it would exclusively rival the Toyota Cressida until Toyota dropped the car after 1992.
The Canadian 929 came with a ‘Winter Package’ option and included heated seats, a higher grade alternator, winter tires and non-recessed windshield wipers. A five-speed manual gearbox was an option, but most North American 929s were two-mode (’power’ and ‘economy’) electronic 4-speed automatics. Top speed was 121mph. A 0-60mph time of 9.2 seconds was recorded using the manual gearbox; the automatics were somewhat slower at 10 seconds.
The HC platform came out in two variations during its five year span that had identical engines and interior but with two distinct body shapes; a pillared four-door sedan as well as a slightly larger pillarless four-door Hardtop. While the pillared model was common in all countries that allowed the importation of the 929 (including the US and Canada), the pillarless model was predominantly seen in the Russian, Asian, and Australian markets.
The Luce Royal Classic (and lesser-spec Limited) was more expensive than its 929 counterpart, featuring greater technical innovation both were pillarless hardtops. The Royal Classic could be factory fitted with a 13B Rotary or a 2.0 Litre V6 turbo engine, electric leather seats, digital speedometer, a cool-box for canned beverages, prominent emblems, electronically adjustable suspension and power options throughout.
The first 3.0 Litre V6 engine seen in the 1986-1989 929 was a Single Overhead Cam type with 18 valves. When Mazda released the higher-spec 929S model for the 1990-1991 period, the engine was upgraded to a Double Overhead Cam type with 24 valves, slightly increasing fuel economy, performance and reliability. Also in the revised edition came the presence of an anti-lock braking system, ventilated rear disc brakes and a few inconspicuous changes to the exterior. The standard 18 valve SOHC remained in the base model 929.
Engines:
1986-1990 2.0 L (1998 cc) FE I4, FI, 116 hp (85 kW)/121 ftlbf (164 Nm)
1986-1990 2.2 L (2184 cc) F2 I4, 1 barrel, 115 hp (85 kW)/129 ftlbf (175 Nm)
1986-1990 2.2 L (2184 cc) F2 I4, FI, 127 hp (93 kW)/141 ftlbf (192 Nm)
2.0 L JFT V6
1986-1991 3.0 L (2954 cc) JE V6, FI, 158 hp (121 kW)/182 ftlbf (247 Nm)
3.0 L JE V6, FI, 190 hp, 191 lb-ft
1990
Fourth generation
Also called
Mazda Luce
Mazda 929 Serenia
Mazda Sentia
Production
19911996
Body style(s)
4-door sedan
Platform
Mazda HD platform
Engine(s)
2.5 L J5 V6
3.0 L JE V6
3.0 L JE-ZE V6
Transmission(s)
4-speed automatic
Wheelbase
112.2 in (2850 mm)
Length
193.7 in (4920 mm)
Width
70.7 in (1796 mm)
Height
54.9 in (1394 mm)
Fuel capacity
18.5 US gal (70 L; 15 imp gal)
Related
Efini MS-9
Designer
Dori Regev
1992 Mazda 929 Serenia (Canada). Note this was the only car to carry the Mazda “Diamond” badge from 1992, only for the updated “Diamond” badge (a smoothered out version) to appear on all 1993 models.
The HD generation of the 929 appeared in 1990. It remained a roomy rear wheel drive vehicle with V6 power. It was sold as the Efini MS-9 under Mazda’s ill-fated diversification plan. There was no longer a Luce rotary version, and the Cosmo got a new platform as well. A new model, the Sentia, appeared on the same platform. In Canada, the car was known as the 929 Serenia.
The Sentia continued for one more generation, but importation of the 929 to North America stopped in 1995 with the front-wheel drive Mazda Millenia remaining at the top of the company’s lineup. The 929 was withdrawn from North America was due to a lack of competition, since the Toyota Cressida ended production in 1992. For North America, it was the last remaining mainstream rear-wheel drive sedan with a V6 engine until the Chrysler 300 was unveiled in 2005.
In addition, the Mazda 929 was the last remaining mid-size rear-wheel drive sedan for North America.
During the early 1990s Mazda had considered introducing its own luxury brand, Amati, to compete with Lexus, Infiniti and Acura but later withdrew their plans. The 929 was replaced by the Mazda Millenia as the flagship sedan.
Engines:
2.5 L J5 V6
3.0 L (2954 cc) JE V6, SOHC, 160 hp (118 kW)/180 ftlbf (245 Nm)
3.0 L (2954 cc) JE26 V6, DOHC, 205 hp (151 kW)/200 ftlbf (272 Nm)
1996
Fifth generation
Also called
Mazda Sentia
Production
19961997
Body style(s)
4-door sedan
Platform
Mazda HE platform
Engine(s)
3.0 L JE-ZE V6
Transmission(s)
4-speed automatic
Wheelbase
112.2 in (2850 mm)
Length
193.7 in (4920 mm)
Width
70.7 in (1796 mm)
Height
54.9 in (1394 mm)
Fuel capacity
18.5 US gal (70 L; 15 imp gal)
Related
Efini MS-9
Designer
Dori Regev
…
Ferrous Metal Scrap (Steel Scrap) ,
Design and construction
The Bernardi is a neo-classic design reminiscent of the 1950s British MG TD. The chassis is front-engine, rear-wheel drive with the engine located behind the front axle. It has a two-seat cab under a removable hardtop or convertible fabric top, flat windshield, three windshield wipers (like the MGB Mark II), working doors, and detachable side curtains of fiberglass and plexiglass. In keeping with the traditional look of post-WWII British sports cars, the Bernardi’s front fenders stand away from the body,and the headlights perch on stalks between the fenders and the hood. There is a functional, though fairly small, trunk in the back and a trunk-mounted external luggage rack. A small bench behind the seats was available as a factory option, with enough room to store small packages or accommodate a stereo system. Cars without the bench were equipped with a two-point chromed roll bar behind the cab, which fitted beneath the convertible roof. While the body style and proportions generally mimic the MG-TD, the Bernardi is noticeably larger in body width and has sufficient room under the hood to accommodate an American small-block V8 engine.
An overview of the build process for a Bernardi Blakely appeared in Kit Car World and gave significant detail about the Bernardi’s general structure and some of its construction options. The basic construction is a Body-on-frame design with a fiberglass body mounted on a pre-fabricated metal chassis. The factory-provided chassis is a custom ladder frame built of 2-inch (51 mm) by 3-inch (76 mm) rectangular steel tubing with a 5/16th inch wall thickness . The factory attached fuel and brake plumbing, as well the tail-light wiring bundle, to the frame before shipping.
The mechanical components, including engine, suspension, and transmission, could be drawn from the Ford Pinto, Mercury Bobcat, or Ford Mustang II. Based on these donor choices, the suspension is relatively unsophisticated, with a solid rear axle mounted on quarter-elliptical leaf springs. The donor leaf springs are cut approximately in half, with just one of the halves on each side of the differential making up the rear springing. The rear axle was actually mounted above the side rails of the frame, which kept the frame design simple but limited the axle’s vertical range of movement. The front suspension is a somewhat sportier double-wishbone design, built from the donor car’s lower A-arm and a custom upper A-arm, with coil-over shocks and the donor’s disk brakes.
The car’s body was built at the factory and featured an unusual form of fiberglass construction. Instead of a single layer of fiberglass, as is common in other kit cars, the Bernardi body tub (the portion between the passenger compartment and the frame or road) and other body components used a composite sandwich consisting of one layer of fiberglass, one of stiff plastic foam, and finally a second layer of fiberglass. The result is a heavier body than usual for kit cars, but one with reputedly greater stiffness and sound absorption than the single-layer approach. The hood hinged at the front, allowing easy access to the engine compartment. The colors for the visible parts of the body were molded into the fiberglass body parts as Gelcoat and the cars often appear with two-tone color schemes.
The factory attached the body’s doors, windshield, hood, and trunk lid before shipping the kit to the buyer. Major mounting points between the body and the chassis were also pre-drilled at the factory with the body placed on the chassis, so that these items would line up properly when the buyer began assembling the vehicle. The Bernardi’s complete hood tilted forward for easy access to the engine area, and was trimmed at the front with chrome-work from the Oldsmobile Cutlass.
The vehicle’s interior upholstery was provided, in the form of pre-cut carpet, door trim, seat covers, a tonneau cover, and dash upholstery. When completed, the Bernardi interior was similar to a commercial automobile’s, with upholstery or trim for all interior fiberglass panels. The dash was finished with vinyl fabric, and contained the speedometer, tachometer, and several engine gauges in the center console. The doors were also fabric-trimmed, with elastic-topped map pouches on both sides. Vents were installed in the dash to direct heated air to the windshield and to passenger seating positions. Despite these advanced features, contemporary reports suggest that the buyer’s assembly time for the Bernardi was expected to be a relatively low 100 to 120 hours.
The car had options for using several types of engine. The smallest recommended powerplants included the 1.6 liter, 2 liter, or 2.3 liter 4-cylinder Pinto / Bobcat engines used by the smaller Blakely Bantam. The Bernardi chassis was also amenable to larger engines like a 2.8 liter Ford or Chevrolet / Pontiac V6, and even the small-block Ford V8. All engine types mounted behind the front axle, making the chassis a front-mid-engine design with the attendant benefits in front-rear weight balance and low polar moment of inertia. Although the Bernardi was marketed as comfortable touring car, the car’s combination of chassis layout, low weight, and V8 engine option resemble aggressive sports designs like the AC Cobra , anco wipers .
Current statu , used axles .
1988 Blakely Bernardi
The Blakely Bernardi was expensive for its time and marketplace. The company’s 1984 price list listed the full set of kit parts at $US 8,495. To complete the car, the buyer would have to provide a donor car and optionally an additional engine. Blakely also offered a completed turnkey car for $US 19,900 to $US 22,900 depending on the engine choice. In 1984, driving a base-model Chevrolet Corvette off the dealer’s lot cost around $US 22,000 and delivered a sportier suspension, better interior comfort, and a standard V8 engine.
A kit car’s value lies not just in the cost of the car or its components, so a comparison with the Corvette’s cost may not be fair. The Bernardi competed more directly against other neo-classic sports-car kits. Although the Bernardi offered superior body quality and the authentic front-engine design of the sports cars it resembled, its body and chassis were more complicated and costly than those of kits based on the Volkswagen Beetle, like the Fiberfab Migi MG-TD replica. These VW-based kits are much more common across the United States. Blakely Bernardis, although regularly appearing for sale at specialty dealers, do not have the contemporary high visibility of many other kit models.
Notes and References
^ Jean Lindamood, “Blakely Bernardi”, Car & Driver February 1981
^ Bud Lang, “Building a Bernardi”, Kit Car World article reprint
^ Tony Assenza, “Do-it-yourselfer’s dream: The real fun of building a kit car is driving it when it’s finished”, Popular Mechanics October 1981
^ Michael Branowski, “Inside the Bernardi: There’s more than cheese that comes from Wisconsin”, Kit Car Illustrated June 1985
^ Blakely Auto Works, “Product Information Guide”
^ Bernardi Auto Works, “Component Price List”, 1984
^ 1984 Corvette Specifications, http://auto.howstuffworks.com/1984-corvette3.htm
External links
Blakely Car blog
Categories: Sports cars | Kit cars
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Origin
The name “DeVille” (French: “of the city” or “town”) is a reference to the town car body style, which featured an open chauffer’s compartment and an enclosed passenger compartment. The term was also used by Lincoln in 1922, to describe a one-off model built for Henry Ford. In Cadillac parlance, DeVille was first used to designate a deluxe trim level on hardtop or “pillarless”-body cars. At first, DeVille trim was available only on the Series 62, but pillared sedans were not available in DeVille trim until the 1965 model year, when DeVille became an independent trim line, including a convertible and pillared sedan.
1949-1964
First generation
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Body style(s)
2-door hardtop
Layout
FR layout
Engine(s)
331 cid V8
Wheelbase
1949-53: 126.0 in (3200 mm)
1954: 129.0 in (3277 mm)
Second generation
Production
19551958
Body style(s)
2-door hardtop
4-door hardtop (Beginning in 1956)
Layout
FR layout
Engine(s)
331 cid V8
365 cid V8
Wheelbase
1955-56: 129.0 in (3277 mm)
1957-58: 129.5 in (3289 mm)
Length
1955-6 coupe: 221.9 in (5636 mm)
1955-6 sedan: 214.9 in (5458 mm)
1957 coupe: 220.9 in (5611 mm)
1957 sedan: 215.9 in (5484 mm)
1958 coupe: 225.3 in (5723 mm)
1958 sedan: 221.8 in (5634 mm)
Third generation
Production
19591964
Body style(s)
2-door hardtop
4-door hardtop
Layout
FR layout
Engine(s)
390 in V8
429 in V8
Wheelbase
129.5 in (3289 mm)
Length
1959-1960: 225.0 in (5715 mm)
1961-62: 222.0 in (5639 mm)
1963: 223.0 in (5664 mm)
1964: 223.5 in (5677 mm)
The first Cadillac to bear the DeVille name was the 1949 Coupe De Ville, with a 4-door hardtop version appearing in 1956 (a one-off Sedan de Ville was built in 1954).) Both cars were based on the Series 62.
1965 - 1970
Fourth generation
Production
19651970
Body style(s)
2-door hardtop
2-door convertible
4-door hardtop
4-door sedan
Layout
FR layout
Engine(s)
429 in V8
472 in V8
Transmission(s)
3-speed automatic
Wheelbase
129.5 in (3,290 mm)
Length
1965-66: 224.0 in (5,690 mm)
1967-68: 224.7 in (5,710 mm)
1969-70: 225.0 in (5715 mm)
Beginning in 1965, DeVille denoted Cadillac’s mainstream model, falling between the Calais and the Fleetwood.
All GM fullsize lines were completely redesigned for 1965, yet DeVille retained its 129.5-inch (3,290 mm) wheelbase. The Series 62 on which the DeVille was based was now called Calais. Rounded body styling gave way for sharp, angled lines. Tailfins disappeared, and headlights were now stacked vertically allowing for a wider grille. The pillared sedan variant returned. Power was still supplied by the 429 cu in (7,030 cc) V8, which was replaced by the 472 cu in (7,730 cc) for 1968.
For 1968, the DeVille gained slight exterior changes to comply with new federal safety and emissions legislation, and as with the rest of the Cadillac lineup, a new 472 in (7.7 L) V8 engine rated at 375 hp (sae gross).
1971 - 1976
Fifth generation
Production
19711976
Body style(s)
4-door sedan
Layout
FR layout
Engine(s)
472 cid V8
500 cid V8
Transmission(s)
3-speed TH-400
Wheelbase
130.0 in (3302 mm)
Length
1971: 225.8 in (5735 mm)
1972-76: 231.0 in (5867 mm)
Width
80 in (2032 mm)
As with all GM fullsize lines, the DeVille was redesigned for 1971. The standard engine remained the 472, still rated at 375 SAE gross horsepower and 365 ftlbf (495 Nm) of torque. The car was still essentially a Calais with more options and different exterior trim.
In November 1971, a showroom-stock 1971 Coupe DeVille placed third in the annual coast-to-coast Cannonball Run, posting the highest average speed of the event, 84.6 mph (136.2 km/h) (excluding stops) and averaging 8.9 mpg-US (26 L/100 km; 10.7 mpg-imp).
The front end was redesigned with the newly-approved quad rectangular headlamps for 1975. The 210 hp 500 V8 replaced the 472 as the standard engine. 1974 saw the introduction of the optional “Air Cushion Restraint System”. Known today as airbags, this option provided protection for front seat occupants in the case of a frontal collision. One bag was located in the steering wheel, the other in the dashboard in front of the front seat passenger. The glove box was replaced with a lockable storage compartment under the dashboard. After the 1976 model year it was not offered.
The De Ville “d’Elegance” Package- In 1974, the De Ville series was available with the optional “d’Elegance” package. Similar to the Fleetwood Brougham’s package of the same name, it offered a velour seating fabric, upgraded carpeting, and exterior badging. The package was available on both coupe and sedan models. The “d’Elegance” name remained with the De Ville series as a package through 1984. In 1997 it became a separate model designation for the sedan.
1977 - 1984
Sixth generation
Production
19771984
Body style(s)
4-door sedan
Layout
FR layout
Engine(s)
7.0L V8(1977-1979)
5.7L Diesel V8(1978-1985)
6.0L V8(1980-1981)
4.1L V6 (1980-1982)
4.1L V8(1982-1984)
Transmission(s)
3-speed automatic (1977-1980)
4-speed automatic(1981-1984)
Wheelbase
1977-79: 121.5 in (3086 mm)
1980-84: 121.4 in (3084 mm)
Length
1980-84: 221.0 in (5613 mm)
1977-79: 221.2 in (5618 mm)
Width
1983-84: 75.3 in (1913 mm)
1980-84: 76.4 in (1941 mm)
1977-79: 74.6 in (1895 mm)
Height
1983-84: 55.5 in (1410 mm)
1980-82: 55.6 in (1412 mm)
1977-79: 55.3 in (1405 mm)
1977 was Cadillac’s 75th anniversary, and saw the introduction of the downsized Deville coupes and sedans. These new cars featured a better use of space and engineering, resulting in a vehicle that was nearly a foot shorter and 1/2 ton lighter than last year, but with a larger trunk and a roomier interior. These were also the first Deville models since it’s introduction in 1949 to be marketed without fender skirts over the rear wheels. The 500 in V8 (which produced 190 horsepower) was replaced for ‘77 by a 180 horsepower 425 in V8 variant of similar design.
For 1977, the line-up included the two-door Coupe de Ville ($9,654) and four-door Sedan de Ville ($9,864). The $650 d’Elegance package, an interior dress-up option carried over from the previous generation of Devilles, continued for both models. 3-sided, wrap-around tail lamps were a 1977 feature only (although they would re-appear in 1987). Coupe de Ville’s popular “Cabriolet” option, priced at $348, included a rear-half padded vinyl roof covering and opera lamps. An optional electronic fuel-injected version of the standard 7.0 liter powerplant, adding 15 horsepower (11 kW), was available for an additional $647. Sales figures were 138,750 Coupe de Villes and 95,421 Sedan de Villes.
In addition to a redesigned grille and hood ornament, 1978 saw slim, vertical tail lamps inset into chrome bumper end caps with built-in side marker lamps (Cadillac would retain this “vertical tail lamp inset” design feature on Deville through 1984, and again from 1989 through 1999). New for 1978, a “Phaeton” package was optional for Deville. Available on both coupe and sedan, the $1,929 Phaeton package featured a simulated convertible-top, special pin striping, wire wheel discs, and “Phaeton” name plates in place of the usual “Coupe de Ville” or “Sedan de Ville” ornament on the rear fenders. Inside were leather upholstered seats and a leather-trimmed steering wheel matching the exterior color. The package was available in “Cotillion White” (with Dark Blue roof), “Platinum Silver” (with a Black roof), or “Arizona Beige” (with a Dark Brown roof). Coupe de Ville’s popular Cabriolet roof package was priced at $369, while the d’Elegance package (for coupe or sedan) was available at $689. Electronic fuel injection, which added 15 horsepower (11 kW), was available at $744. Electronic level control - which used suspension-mounted sensors and air filled rear shocks - kept the car’s height level regardless of passengers and cargo weight, was available for $140. Sales dropped slightly from 1977 to 117,750 for the $10,444 Coupe de Ville, and 88,951 for Sedan de Ville, priced at $10,668.
With bigger changes coming in ‘80, the 1979 models saw few alterations, one of which was a new grille design. The “Phaeton” package, now priced at $2,029, was still available in three colors, but with two new replacement colors: “Western Saddle Firemist” (with leather interior in “Antique Saddle”) replacing the “Arizona Beige”, and “Slate Firemist” (with leather interior in “Antique Gray”) replacing “Platinum Silver”. The d’Elegance package was back, at $725, which included Venetian velour upholstery (in four colors) with a 50/50 split front seat, overhead assist handles, Tangier carpeting, door pull handles, and “d’Elegance” emblems among other niceties. In…
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1998
1998-2000 GMC Envoy
The Envoy nameplate made its first appearance as a luxury trim line of the GMC Jimmy SUV, itself a clone of the Chevrolet Blazer. This version used a 190 hp (142 kW) 4.3L L35 Vortec 4300 V6, and was retired after the 2000 model year. Unlike the Chevrolet Blazer, the GMC Jimmy was no longer produced starting in 2001.
Being the top trim of the Jimmy line, the Envoy had many extra features not available on the regular Jimmy, including a remote trunk release, both heated exterior mirrors and front seats, as well as a Bose audio system. Optional features included a power moonroof, a locking differential, and a power front passenger seat.
Safety features , scrap steel metal .
The 1998-2000 GMC Envoy had a four wheel ABS breaking system standard as well as standard front driver and passenger airbags. The Jimmy (same as Envoy) received a four star rating for both the driver and passenger in the frontal crash test from the National Highway Traffic Safety Administration , scrap non ferrous .
2002
The new Envoy replaced the Jimmy name in GMC’s lineup. While it still shares a platform with the Chevrolet TrailBlazer, both exterior and interior styling is different. Starting in the 2002 model year, engine power is rated at 270 hp (201 kW) and 275tq straight-6 Vortec 4200 engine, while 2003-2005 received a small boost to 275 hp (205 kW). This rating grew to 291 hp (217 kW) for the 2006 model year with a redesign of the straight-6 Vortec 4200 engine. All models in the line-up have 4-wheel disc brakes. A Displacement on Demand 5.3 L V8 was optional only on the Envoy Denali beginning in 2005.
2002-2005 GMC Envoy SLT
The Envoy was Motor Trend magazine’s Sport/Utility of the Year for 2002. The 4200 Vortec 4200 engine I6 engine was named one of Ward’s 10 Best Engines from 2002-2005.
Engines:
2003-2009 LL8 4.2 L (256 in) I6
2003-2004 5300 5.3 L (323 in) V8 (Only available in Envoy XLs)
2005-2009 5300 5.3 L (323 in) V8 with Displacement on Demand
Safety features
The GMC Envoy has a variety of safety features available as standard or optional.
The GMC Envoy received a 3-Star Frontal Crash Rating for the Driver and 4-Stars for the Front Passenger. All areas including side-impact crashes received 5 stars. These tests were conducted by the NHTSA. These ratings pertain to the model year of 2002 to present. When IIHS tested it, it earned an ACCEPTABLE for Front and a MARGINAL for the side test.
Envoy XL
GMC Envoy XL
The Envoy was also offered with an extended wheel base to increase accommodation of more cargo and/or passengers. The Envoy XL was the full-size counterpart to the five-passenger mid-size Envoy. One unique element of the Envoy was the availability of a usable 3-row that was comfortable for a 6-foot (1.83 m) passenger in the, 7-passenger Envoy XL version. This vehicle is 16 in (406 mm) longer and has a higher roofline to allow easier access to the third row of seats. This roof is disguised by standard roof racks. The Envoy XL was longer than the short-wheelbase Yukon.
Production of the XL model was handled by the Oklahoma City Assembly plant in Oklahoma City, Oklahoma.
2003
XUV
GMC Envoy XUV
The five-passenger Envoy XUV, introduced in 2003, was an attempt to create a combination of pickup truck and SUV. It featured a retractable rear roof section that slid forward, giving an open-topped load area. A ‘MidGate’ could be raised to partition the load area off from the passenger compartment; this was a solid, waist height plastic-lined panel and with a retractable glass partition for the top half. The two-way tailgate could either hinge sideways or drop down; the tailgate glass retracted into the solid tailgate. The cargo area was waterproofed and fitted with a drainage system, allowing it to be easily hosed down for cleaning.
The advantage of the Envoy XUV over a pickup truck or a more truck-like configuration such as the Chevrolet Avalanche (which originated the MidGate feature) is that with retractable roof and rear glass closed, the cargo area is sealed, full roof height and lockable, thus making it an enclosed SUV. The disadvantages include a much shorter cargo bed area and breakable side glass. The Envoy XUV’s retractable roof was reminiscent of the Studebaker Wagonaire of the 1960s.
Other Changes
During this year, GMC detached many options from packages in order for customers to save money. Additionally, the I6 Engine received a small 5 more horsepower. For the XL model, a new engine was introduced, a 5.3 Liter V8 with 290 horsepower. Other notable changes included making front side curtain airbags previously standard on the 2002 model, optional, recreating the headlight switch to allow a Daytime Running Lamp (DRL) off switch, and also increasing the fuel tank to 22 gallons.
2004
Not many changes were made to any of the models this year. The only changes inlcuded the added feature of optional adjustable pedals, optional XM Satellite Radio, and an optional DVD based Navigation system.
2005
XUV is discontinued
Envoy XUV sales were projected at 30,000 per year (approximately a third of Envoy production), but however, were much slower with just over 12,000 sold in 2004. GM discontinued XUV production on March 15, 2005, and, along with the Envoy XL, was replaced by the GMC Acadia two years later.
Denali is introduced
GMC Envoy Denali
In 2005, a Denali luxury version of the Envoy became available. Both the standard length wheelbase Envoy as well as the Envoy XL are available with the Denali trim option. The Envoy Denali features the hallmark bullet pattern grille and an upgraded interior with luxury car-like features such as heated power seats, extensive woodgrain trim, and rain-sensing windshield wipers. It also featured the GM Vortec5.3 Liter V8 engine with “Displacement on Demand,” shutting off four of the eight cylinders when workload was minimal. Prices for the Envoy Denali ranged from US$37,145 to $42,750; prices for the Envoy XL Denali ranged from $38,575 to $43,895.
Other Changes
Seating was restyled in hopes to increase comfort and quality of control of driving position. Additionally, a touch DVD Navigation system was offered as an option. The option of side airbags evolved from previously just front seat side curtain airbags to full length side curtain airbags, covering both rows of seats (in the XL model, all three rows).
2006
XL is discontinued
The model was discontinued after the 2006 model year when the Oklahoma City plant closed on February 20, 2006. The Envoy XL has since been replaced by the Acadia crossover SUV as of 2007.
Other Changes
For 2006-present, GMC added standard stability control, called “Stabilitrak” as well as standard cruise control and OnStar. For the Denali, new 18-inch alloy wheels were introduced.
2007
2006-2009 GMC Envoy
Minimal changes occured including the addition of a tire pressure monitor.
2008
For 2008 side-curtain airbags were made standard as well was XM Satellite Radio.
2009
Updated wheels for many models and the option for Bluetooth connectivity were the only changes for 2009.
Envoy discontinuation
The Envoy (along with the Chevrolet TrailBlazer and Saab 9-7X) has been phased out after the 2009 model year. With the GMC Acadia serving as its mid price 7-passenger Envoy XL replacement, the mid-size 2010 GMC Terrain crossover SUV, which debuted at the 2009 New York International Auto Show, based on the Theta platform will replace the standard 5-passenger Envoy. GM closed the Moraine, Ohio plant on December 23, 2008, ending production of all GMT360 products.
References
^ Edmunds.com - 1999 GMC Envoy standard equipment
^ http://www.safercar.gov/portal/site/safercar/menuitem.db847bd57e3dc1f885dfc38c35a67789/?vgnextoid=c95df2905bf54110VgnVCM1000002fd17898RCRD Safecar.gov - 1998 GMC Jimmy 4DR. 4×4
^ GM to shut Ohio SUV plant 2 years ahead of plan
External links
Official American site
Official Canadian site
AutoGuideWiki.com
v d e
GMC, a division of General Motors, light truck timeline, United States market, 1980sresent
Type
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1990s
2000s
2010s
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Mid-size crossover
Terrain
Full-size crossover
Acadia
Mid-size SUV
S-15 Jimmy
Jimmy
Typhoon
Envoy
Envoy
Full-size SUV
K5 Jimmy
Yukon
Yukon
Yukon
Suburban
Suburban
Yukon XL
Yukon XL
Coup utility
Caballero
Compact pickup
S-15 Sonoma
Sonoma
Syclone
Mid-size pickup
Canyon
Full-size pickup
C/K
Sierra
Sierra
Sierra
Van
Safari
G-Series
Savana
Categories: GMC vehicles | All wheel drive vehicles | Rear wheel drive vehicles | Luxury vehicles | SUVs | 2000s automobiles | Vehicles introduced in 2002
