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
Rosemary Extract (oil-soluble) Liquid Form ,
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
Productio , bottle supplier .
1949195 , nickel scrap .
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…
Steel Scraps ,
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
1980s
1990s
2000s
2010s
0
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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
Antenna ,
Mathematics
Five is between 4 and 6 and is the third prime number, after 2 and 3, and before 7. Because it can be written as 2(2^1)+1, five is classified as a Fermat prime. 5 is the third Sophie Germain prime, the first safe prime, the third Catalan number, and the third Mersenne prime exponent. Five is the first Wilson prime and the third factorial prime, also an alternating factorial. Five is the first good prime. It is an Eisenstein prime with no imaginary part and real part of the form 3n 1. It is also the only number that is part of more than one pair of twin primes. Five is a congruent number.
Five is conjectured to be the only odd untouchable number and if this is the case then five will be the only odd prime number that is not the base of an aliquot tree.
The number 5 is the 5th Fibonacci number, being 2 plus 3. 5 is also a Pell number and a Markov number, appearing in solutions to the Markov Diophantine equation: (1, 2, 5), (1, 5, 13), (2, 5, 29), (5, 13, 194), (5, 29, 433), … (A030452 lists Markov numbers that appear in solutions where one of the other two terms is 5). Whereas 5 is unique in the Fibonacci sequence, in the Perrin sequence 5 is both the fifth and sixth Perrin numbers.
5 and 6 form a Ruth-Aaron pair under either definition , embroidered jerseys .
There are five solutions to Znm’s problem of length 6 , bicycle seat covers .
Five is the second Sierpinski number of the first kind, and can be written as S2=(22)+1
While polynomial equations of degree 4 and below can be solved with radicals, equations of degree 5 and higher cannot generally be so solved. This is the Abeluffini theorem. This is related to the fact that the symmetric group Sn is a solvable group for n 4 and not solvable for n 5.
While all graphs with 4 or fewer vertices are planar, there exists a graph with 5 vertices which is not planar: K5, the complete graph with 5 vertices.
Five is also the number of Platonic solids.
A polygon with five sides is a pentagon. Figurate numbers representing pentagons (including five) are called pentagonal numbers. Five is also a square pyramidal number.
Five is the only prime number to end in the digit 5, because all other numbers written with a 5 in the ones-place under the decimal system are multiples of five. As a consequence of this, 5 is in base 10 a 1-automorphic number.
Vulgar fractions with 5 or 2 in the denominator do not yield infinite decimal expansions, as is the case with most primes, because they are prime factors of ten, the base. When written in the decimal system, all multiples of 5 will end in either 5 or 0.
There are five Exceptional Lie groups.
Numbering systems
In binary, code five is 101
In ternary, code five is 12
In quaternary numeral system, code five is 11
In quinary, five is 10; and in senary, code and all codes above (such as decimal, duodecimal, and vigesimal) five is 5.
In the Arabic alphabet, (h) has a numerical value of 5.
In the Greek alphabet, (epsilon) has a numerical value of 5.
In the Hebrew alphabet, (heh) has a numerical value of 5.
In the Cyrillic alphabet, has a numerical value of 5.
In the Glagolitic alphabet, (dobro) has a numerical value of 5.
The kanji and Chinese character for five are both , and its formal writing in Chinese is (pinyin w).
The Roman numeral for five is V, which comes from a representation of an outstretched hand.
In European and North American tally mark systems, (“five-bar gate”) has a numerical value of 5.
List of basic calculations
Multiplication
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
50
100
1000
5
10
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
100
105
110
115
120
125
250
500
5000
Division
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
5
2.5
1.25
1
0.625
0.5
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
2
2.2
2.4
2.6
2.8
3
Exponentiation
1
2
3
4
5
6
7
8
9
10
11
12
13
5
25
125
625
3125
15625
78125
390625
1953125
9765625
48828125
244140625
1220703125
1
32
243
1024
3125
7776
16807
32768
59049
100000
161051
248832
371293
Evolution of the glyph
The evolution of our modern glyph for five cannot be neatly traced back to the Brahmin Indians quite the same way it can for 1 to 4. Later on the Kushana and Gupta Indians had among themselves several different glyphs which bear no resemblance to the modern glyph. The Nagari and Punjabi took these glyphs and all came up with glyphs that look like a lowercase “h” rotated 180. The Ghubar Arabs transformed the glyph in several different ways, coming up with glyphs that look more like 4s or 3s than 5s. It was from those characters that the Europeans finally came up with the modern 5, though from purely graphical evidence, it would be much easier to conclude that our modern 5 came from the Khmer. The Khmer glyph develops from the Kushana/ndhra/Gupta numeral, its shape looking like a modern day version with an extended swirled ‘tail’ [G Ifrah, The Universal History of Numbers ISBN 1-86046-324-X]
While the shape of the 5 character has an ascender in most modern typefaces, in typefaces with text figures the character usually has a descender, as, for example, in .
Science
Almost all amphibians, reptiles, and mammals which have fingers or toes have five of them on each extremity.
The atomic number of boron.
The lightest atomic mass (the sum of protons and neutrons) for which no stable isotopes exist for any element.
The number of appendages on most starfish, which exhibit pentamerism.
The most destructive known hurricanes rate as Category 5 on the Saffir-Simpson Hurricane Scale.
The most destructive known tornadoes rate an F-5 on the Fujita scale.
Phase 5 is one of six pandemic influenza phases.
Astronomy
Messier object M5, a magnitude 7.0 globular cluster in the constellation Serpens.
The New General Catalogue object NGC 5, a magnitude 13 spiral galaxy in the constellation Andromeda.
The Roman numeral V stands for dwarfs (main sequence stars) in the Yerkes spectral classification scheme.
The Roman numeral V (usually) stands for the fifth-discovered satellite of a planet or minor planet (e.g. Jupiter V)
The Saros number of the lunar eclipse series which began on -2581 October 8 and ended on -1084 March 24. The duration of Saros series 5 was 1496.5 years, and it contained 84 lunar eclipses.
The Saros number of the solar eclipse series which began on April 4, 2720 BC and ended on May 24, 1422 BC. The duration of Saros series 5 was 1298.1 years, and it contained 73 solar eclipses.
There are five Lagrangian points in a two-body system.
Religion and culture
Judeo-Christian
In Greek Orthodox Christian mysticism, the number 5 symbolizes the Holy Spirit as the bearer of all life. In the monastic tradition of Mount Athos there exists a “hymn” to the Holy Spirit composed entirely and solely of repetitions of the word “pente” (Greek for “five”).
The book of Psalms is arranged into five books, paralleling the Five Books of Moses.
The Khamsa, an ancient symbol shaped like a hand with five fingers, is used as a protective amulet by Jews; that same symbol is also very popular in Arabic culture, known to protect from envy and the evil eye.
The Torah contains five booksenesis, Exodus, Leviticus, Numbers, and Deuteronomyhich are collectively called the Five Books of Moses, the Pentateuch (Greek for “five containers,” referring to the scroll cases in which the books were kept), or Humash (, Hebrew for “fifth”).
The Christian New Testament contains five foundational books, written by four authors: Matthew, Mark, Luke, John, and the Acts of the Apostles (written by the author of the Gospel according to Luke. The parallel with the Torah’s five books is not likely accidental, as all the authors were most probably Jewish converts.
Islamic
Muslims pray to Allah five times a day
In Islam, particularly Shia Islam, the Panjetan or the Five Holy Purified Ones are the members of Muhammad’s family: Muhammad, Ali, Fatima, Hasan, and Husayn and is often symbolically represented by an image of the Khamsa.
There are five basic “pillars” of Islam.
Sikh
The five sacred Sikh symbols prescribed by Guru Gobind Singh are commonly known as Panj Kakars or the ‘Five Ks’ because they start with letter K representing Kakka in the Punjabi language. They are: Kesh (unshorn hair), Kangha (the comb), Kara (the steel bracelet), Kachh (the soldiers shorts), and Kirpan (the sword).
Other
According to some traditions of Maya mythology, we are now living in the Fifth World.
According to various mythologies, namely that of Wicca, the universe is made up of five classical elements: water, earth, air, fire, and ether.
In Cantonese, “five” sounds like the word “not” (symbol: ). When five appears in front of a lucky number, e.g. “58″, the…
Wholesale Nfl Nba Mlb Nhl Hockey Reebok Majestical Jersey ,
History and differences
Candlepin bowling was developed in 1880 in Worcester, Massachusetts by a local bowling center owner, Justin White some years before both the standardization of the tenpin sport in 1895, and the invention of duckpin bowling. As in other forms of bowling, the players roll balls down a wooden pathway (lane) to knock down as many pins as possible. The main differences between candlepin bowling and the predominant ten-pin bowling style are that each player uses three balls per frame (see below), the balls are much smaller (11.43 cm, or 4.5″ diameter) and do not have holes, the downed pins (known as ‘wood’) are not cleared away between balls during a player’s turn, and the pins are thinner, and thus harder to knock down. Because of these differences, scoring points is considerably more difficult than in ten-pin bowling, and the highest officially sanctioned undisputed score ever recorded is 245 out of a possible 300 points. The highest officially sanctioned but disputed score is 265.
Game play
Candlepin bowling pins are specified as 15 3/4 inches (400 mm) in height, have identical ends, and are almost 3 inches (76 mm) in diameter at the center.
Numbering of a “full rack” of ten candlepins , youth basketball jerseys .
Unlike in ten-pin bowling, fallen pins are not cleared away between balls during a player’s turn , electric jet ski .
A candlepin bowling lane, almost identical to a tenpin bowling lane, has an approach area of some 4.3 to 4.9 meters (14 to 16 ft) long for the player to bowl from, and then the lane proper, a maple surface approximately 1.05 meters (41 in) wide, bounded on either side by a gutter or “channel”, or trough. The lane is separated from approach area by a foul line, which must not be crossed by players. At the far end of the lane, are the pins (18.3 meters [60'] from the foul line to the center of the headpin or pin #1), placed by a machine called a pinsetter which occupies space both above and behind the pins. Unlike a tenpin lane, which has a level surface all the way from the near end of the lane’s approach to the end of the lanebed, a metal pin plate forms the “pindeck” area of the candlepin lane, and is very slightly depressed below the lanebed forward of it. Behind the pindeck area of the lane is a well-depressed “pit” area for knocked-over pins and balls to fall into, and a curtain behind this to gently stop the pins and balls from going any further. Generally there is seating behind the approach area for teammates and spectators, and containing a small table to hold scorepads.
The Candlepins themselves are 15.75″ (400 mm) tall, have a cylindrical shape which tapers equally towards each end (and therefore having no distinct “top” or “bottom” end, unlike a tenpin), giving them an overall appearance somewhat like that of a candle, and have a maximum weight of 1.13 kg (2 lb 8 oz) apiece. Candlepin bowling uses the same numbering system and and shape for the formation within the ten candlepins are set, as the tenpin sport does. Also, as in ten-pin bowling, due to the spacing of the pins (12″, or 30.5 cm, center to center), it is impossible for the ball to strike every one. However, while in ten-pin a well-placed ball (usually between the front pin and one of its nearest neighbors) may knock down all ten pins from the chain reaction of pin hitting pin (a strike), in candlepin the smaller thickness of the pins makes throwing a strike extremely difficult. In general, a forcefully thrown ball hitting near the center of the pins will result in many pins being knocked down, but not all. In order to count, the pin must be knocked over entirely; in unlucky circumstances, a pin may wobble furiously, or, even more frustratingly, be “kicked” to the side by several inches, yet come to rest upright, thus not being scored (and not be reset to its original position for any throws that remain, though it may of course still be knocked over by subsequent balls).
In addition to the normal foul line for the bowler themselves, there is a line 10 feet (3.05 m) down the lane from the foul line; this is the lob line, and the ball must first contact the lane at a point on the bowler’s side of it. Violation of this rule constitutes a lob and any pins knocked down by such a ball do not count, and such pins are not reset if the lobbed ball was not the third and last shot for that player in that box.
Also, a third line, centered 61 cm (24 in) front of the head pin (number-1 pin) spot is the dead wood line, which defines the maximum forward limit that any toppled pins (“dead wood”) can occupy and still be legally playable. This lane specification essentially results in the presence of ‘three’ foul lines, more than in any other bowling sport.
One unique feature of the candlepin sport is that fallen pins, usually called dead wood, are not removed from the pin deck area between balls, unlike either the tenpin or duckpin bowling sports - depending on where the fallen pins are located and their angle at rest (as all fallen pins must be stationary before delivering the next ball), the dead wood can be a major help, or obstacle, in trying to knock down every single standing pin for either a spare or “ten-box” score in completing a round.
The ball used in candlepins has a maximum weight of 1.1 kg (2 lb 7 oz), and has a maximum diameter of 11.43 cm (4-1/2 inches), making it the smallest bowling ball of any North American bowling sport. The nearly identical weight of the ball, when compared to that of just one candlepin, tends to cause rapidly-delivered balls to sometimes bounce at random when impacting a full rack of pins on the first delivery of a frame, and sometimes when hitting downed “dead wood” pins on subsequent deliveries.
A game of candlepin bowling, often called a string in New England, is divided into ten rounds, each of these rounds being most commonly referred to as a box, rather than a “frame” as in ten-pin bowling. In each normal box, a player is given up to three opportunities to knock down as many pins as possible. In the final box, three balls are rolled regardless of the pincount, meaning three strikes can be scored in the 10th frame.
In each of the first nine boxes, play proceeds as follows: The first player bowls their first ball at the pins. Whatever pins are knocked down are counted and scored. Then the player rolls a second and a third ball at any remaining targets. In the event that all ten pins were knocked down with the first ball (a ’strike’), the player receives ten points plus the count on the next two rolls, the pins are cleared, a new set placed, and play passes to the next competitor. If all ten pins were knocked down with two balls (a ’spare’), the player receives 10 points plus the count of the next ball, pins are cleared and reset, and play passes to the next competitor. If all three balls are needed to knock all the pins down, the score for that frame is simply 10.
In the tenth box, play is similar, except that a player scoring a strike is granted two additional balls, scoring a spare earns one additional ball. Three balls are rolled in the tenth frame regardless.
Fouls
A foul (scored by “F”) refers to a ball that rolls into the gutter and then strikes wood (felled pins resting on the pin deck behind the dead wood line) or a standing pin, a ball that touches neither the approach or lane before the lob line, or a roll made by a bowler crossing over the foot foul line. Special scoring comes into play.
A foul always scores zero (0), but you may reset the pins provided it is the first throw in a box or all the preceding balls scored a “F” or 0. Therefore, if on the first ball there is a foul or zero–it is possible to keep the ball on the lane yet miss all ten pins standing in their normal position–and on a second ball foul, the pins may be reset, attempting to knock down a fresh set of 10 pins, but not score a strike or a spare. A foul in the first box but with knocking down all ten pins in the rerack, it is a spare, otherwise a third ball is thrown to finish out the box. Fouling all three attempts scores a zero.
Knocking down at least one pin on the first ball, the rack can not be reset because of a foul. Those pins felled by a foul ball (a ball jumping out of the channel, a lobbed ball, a ball delivered by a bowler over the foot foul line)–whether standing, playable wood, or pins in the channel–remain down and reduce the maximum number of pins to be counted for the box. Therefore, with six pins remaining standing with a foul on the next ball, managing to knock down the remaining six with the foul ball, the frame is over, scoring a 4 for that frame. Knocking down some of the remaining pins means a third ball is rolled I may shoot for the pins left standing and only add that total to the four (4) felled in the first ball (ex. thus, unadjusted score: 4 4 2 = “X”, but true score: 4 F 2 = 6). The same holds true for rolling two good balls and fouling in the third attempt. The frame is over and only the pins felled in the first two attempts are recorded for the score for that box.
While some candlepin alleys have automated scoring systems, and thus know when to clear and reset pins, other alleys, especially older ones have a button, or floor-mounted foot pedal switch, which players must press to manually initiate the clearing and resetting of pins. Automatic pinsetters were introduced in the late 1940s; prior to this, as with ten-pin, pins were set by workers called “pinboys”.
In league play, a bowler will bowl five boxes at a time, called a half.
Scoring
One point is scored for each pin that is knocked over. So, in a hypothetical game, if player ‘A’ felled 3 pins with their first ball, then 5 with their…
kids football equipment,school football equipment,youth football equipment ,
wling pins are the target of the bowling ball in various bowling games including tenpins, five-pins, duckpins, and candlepins.
Tenpins
Pin specifications for standard tenpins are set by the United States Bowling Congress. Pins are 4.75 inches wide at their widest point and 15 inches (380 mm) tall. They weigh 3 lb, 6 oz, although in 1998 pins weighing 3 lb 10 oz (1.6 kg) were approved.
Duckpins are shorter and squatter than standard tenpins. Canadian fivepins are between duckpins and tenpins in size, but have a thick, inch-wide rubber band around the widest part of the pin to increase pin action when struck. Candlepins are not similar to the others; they are tallest of all at 15-3/4 inches, but only 2-15/16 inches wide and 2 lb 8 oz (1.1 kg) in weight. They are nearly cylindrical in shape and resemble candles, hence their name. Unlike other bowling pins, candlepins may be set on either end.
Bowling pins are constructed by gluing blocks of rock maple wood into the approximate shape, and then turning on a lathe. After the lathe shapes the pin, it is coated with a plastic material, painted, and covered with a glossy finish. Because of the scarcity of suitable wood, efforts to make all-plastic bowling pins have been underway for several years.
Juggling clubs could be mistaken for bowling pins due to their similar shape. The two differ greatly in construction and weight.
External links
Bowling pin info
How bowling pins are mad , authentic team jersey .
Bowlinglinks all over the World, sorted by categorie , interior seat covers .
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Bowling
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Ten Pin Bowling
Equipment
Ball Pin Pinsetter
Organizations
BTBA ETBF JBC JPBA PBA PTBC USBC WTBA
Tournaments
BTBA Nationals European Bowling Tour European Bowling Tour Masters PTBC Storm English Open Qubica/AMF World Cup Lumber Liquidators U.S. Open U.S. Women’s Open Weber Cup World Ranking Masters World Tenpin Masters WTBA World Tenpin Bowling Championships
Terms
Open frame Perfect game Spare Split Strike
Categories: Bowling
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Gameplay
In the career mode players work their way up from an amateur to professional bowler and a multiplayer mode lets up to four players compete against each other. The PSP version includes wireless multiplayer and additional character customization. The Wii version uses the Wii’s tilt sensor to simulate a real swing.
Reception
Reception of Brunswick Pro Bowling has been mixed. Most critics praised the realistic physics of the game. However, others were annoyed by the fact that the Wii version has flaws with its controls. Players have complained that the on-screen bowler moves slowly and does not go with their own movements, therefore making the release confusing and shots hard. Reviewers did however, note there was some considerable depth if the player was to play longer.
Reference , .
^ Jones, Scott, Sports Illustrated For Kids review.
^ Watters, Chris, Gamespot Review
^ Birnbaum, Mark, IGN Review
External links
Official Site
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Categories: 2007 video games | Bowling video games | Wii games | PlayStation 2 games | PlayStation Portable games | Sports video game stubs
3-Pin Electrical Power Cord Compliant ,
Early Years in Germany
Gego was born Gertrude Goldschmidt in Hamburg Germany in 1912. Although, she was the niece of the medieval art historian Adolf Goldschmidt who taught at the University of Berlin, she decided to attended the Technische Hochschule of Stuttgart in 1932 where she was taught by popular masonry artist Dr.Paul Bonatz and in 1938 received a diploma in both architecture and engineering.
Because her family was Jewish, life became very difficult for them once the Nazis gained power in 1934. In fact, her German citizenship was nullified in 1935. Four years later she moved to Venezuela where she gained citizenship in 1952. In 1987, Professor Frithjof Trapp of the University of Hamburg led an investigation called “Exile and Emigration of Hamburg Jews” which he hoped would explain the lives of these Jews. Gego was one of the people who he hoped to investigate. After several letters to her home, Gego finally agreed to respond but the letter was never mailed and instead stayed in her collection of notes. In her testimony titled ” Reflection on my origins and encounters in life” Gego describes how her family identified with German society. She also describes, in detail, her education history and her departure from Germany.
Importance of Education
Being very well-educated herself, Gego knew the importance of education. Consequently, after moving to Caracas, Venezuela, Gego taught at the school of architecture of the Central University between 1958 and 1967 and the Institute of Design in Caracas between 1964 and 1977. She taught courses like “Bidimensional and Three-Dimensional Form” and “Spatial Solutions” and published two articles between 1971 and 1977 , video cable extension .
Gego believed that with her education and experience she would be a great asset to young minds. In 1947, the Venezuelan people finally overthrew the dictatorial government. Gego knew that, after a time of crisis, students are the members of society that are the most influential. Included in her Sabiduras, a folder of her informal writings discovered upon her death, there is a letter addressed to her colleagues explaining the criteria that would be beneficial to the students of Venezuela. In it, she explains that only through experience can artists, and architects in particular, learn their medium. Images and theories about architecture would not further their artistic training. Gego’s views were fueled by her belief that students were taught with too much emphasis on rationally and were becoming “ignorant of imagination” , a v cord .
Style
Background
Arriving in Venezuela during an economic boom, Gego was surrounded by artists who were enjoying a great deal of success. Modernism was the artistic fad sweeping through Latin America and artists in Venezuela participated enthusiastically. Modernism was a political tool as well. Latin American governments were trying to catch up to the advancements of the United States during the Post World War II era and Venezuela thought by encouraging the modern art movement, which incorporated ideas of the industry, science, and architecture, the country would be seen as progressive. Gego made her first sculpture in 1957. She was aware of the modern movement when she came to Caracas, but she did not want to simply co-opt the ideas of Kinetic Art, Constructivism or Geometric Abstraction. Instead, Gego wanted to create a style of her own because she was able to use so many aspects of her life in her art–for example, her German heritage. In the end, Gego saw that these new projects labeled desarrollista (developmentalist movement) were pleasing the elite and government, but she wanted an art that would relate to the local community of Venezuela.
Line
From Kinetic Art, Gego incorporated the ideas of motion as well as the importance of experimentation and the spectator. One of her earliest works, Esfera (Sphere) (1959), consists of welded brass and painted steel of different widths that are placed at different angles to one another in order to create overlapping lines and fields. When the viewer walks around the sphere, the visual relationship between the lines changes, creating a sense of motion. Esfera echoes the work done by famous Kinetic artists like Carlos Cruz-Diez and Jesus Rafael Soto. It was not until the mid 1960s that Gego departed from the basic concept of Kinetic Art in response to her developing ideas about lines. For Gego, a line inhabited its own space, and as such, it was not a component in a larger work but instead it was a work by itself. Therefore in her artworks, she did not use line to represent an image; line is the image.
The strength or purpose of the line was enhanced by her use of different materials, such as steel, wire, lead, nylon and various metals. In addition to relating to her interest in architecture, these materials also contradicted the new modernist movement in Latin America. Gego not only used these materials to create lines in her massive sculptures but also in her series entitled Dibujos Sin Papel (Drawings without Paper). These tiny works were created from scraps of metal that were bent and weaved together in order to evoke movement, experimentation and spontaneity.
While in Los Angeles in the late 1960s, Gego composed a series of lithographs that were mostly untitled except for a ten-page booked entitled, Lines in 1966. This book is full of lithographs produced in gray and red. Variations in the thickness, length, and direction of the lines demonstrate the fundamental instability of line. By experimenting with line in a different medium, Gego emphasized that the notion of “line” retains its strength and independence regardless of its specific location or form.
Space
Gego’s idea of a series artworks that would be titled “Drawings Without Paper” reflects on her view of space. Gego considered space as its own form; as if her artwork was occupying the artwork of the room itself. Since her work is made from nets and grid-like materials, negative space is everywhere, causing the negative as well as the positive space to be appreciated. But it is the shadows created by her works that reveal the integral connection between the sculpture and the room it occupies. Gego is thus allowed to play with the idea of the stable and unstable elements of art. The stable elements of art is the sculpture itself, while the unstable elements consist of the constantly changing shadows and the slight movement in her design due to the fragility of her materials. In fact, the way her sculptures exist in space changes every time it was installed because Gego had the power to recreate the image as she wanted.
Reticulrea
Her series of Reticulreas is undoubtly her most popular and most talked about group of artworks. Her first series was created in 1969. Pieces of aluminum and steel were joined together to create an interweaving of nets and webs that fills the entire room when exhibited. Her use of repetition and layering in the massive structure causes the piece to seem endless. Indeed, Gego’s attention to line and space creates a beautiful artwork for the viewer. Since her death, the permanent collection of Reticulreas is in the Galeria de Arte Nacional in Caracas, Venezuela.
Legacy
Since her death in 1994, her children and grandchildren have taken the responsibility to preserve Gego’s legacy. That same year, they founded the Fundacion Gego to organize her artwork and to promote the awareness of their relatives contribution to the art world. The Fundacion Gego gave the permission to publish Gego’s personal writings and testimonies in 2005. These writings, now published, might influence other artists in her innovative and experimental mode of sculpture.
Selected Exhibition History
Solo exhibitions
1958 - Gego: Sculptures and Gouaches, Liberia Cruz del Sur, Caracas, May 9-24
1964 - Lines and interlines: Engravings and Drawings by Gego, Museo de Bellas Artes, Caracas, February 2-16
1967 - Gego: Sculptures. 1957-1967, Biblioteca Luis Angel Arango, Bogota, June 8-30
1968 - On Paper: Lithographs by Gego, Museo de Bellas Artes, Caracas, November
1969 - Reticulrea, Museo de Bellas Artes, Caracas, June-July
1970 - Gego Drawings, The Graphic Gallery, San Francisco, May 1-17
1971 - Gego: Sculpture and Drawing, Betty Parsons Gallery, New York, April 13-May 1
1972 - Structures Double Curves, Galeria Conkright, Caracas
1973 - Recent Drawings, Galeria Conkright, Caracas
1975 - Gego: Drawings for Projects, Instituto de Diseno, Fundacion Neumann, Caracas, May 6-20
1977 - Gego, Museo de Artes Contemporaneo de Caracas Sofia Imber, September
1980 - Variations on Reticulreas, Sala Cadafe, Museo de Arte Contemporaneo de Caracas Sofia Imber, May
1981 - Reticulrea, Permanent Installation, Sala Gego, Galeria de Arte Nacional, Caracas
1982 - Watercolors by Gego, Galeria de Arte Nacional, Caracas, Jul 4-Aug 8
1984 - Gego: Drawings without Paper, Museo de Bellas Artes, Caracas, June-August
1988 - Gego: Recent Works, Galeria Sotavento, Caracas, March
1994 - Gego: A Look at Her Work, Museo de Arte Contemporaneo de Caracas Sofia Imber, November
1996 - Gego: Drawings, Engravings, Weavings, Centro Cultural Consolidado, Caracas, September-November
2000-01 - Gego: 1955-1990, Museo de Bellas Artes, Caracas October-March
2002-03 - Questioning the Line: Gego, a Selection, 1955-1990, Museum of Fine Arts, Houston
2005 - Gego: Between Transparency and the Invisible, Museum of Fine Arts, Houston, June 26-September 25
2007 - Gego: Between Transparency and the Invisible, The Drawing Center, New York, April 21- July 21
Selected works
Vibration…
