#Panhard Utility

[carsthatnevermadeitetc]

Panhard Utility, 1960. Panhard made a range of commercial vehicles based on the PL17 saloon. The range consisted of a covered pick-up and van version with or without windows. The van version could be optioned with a folding rear seat. They were available as an F 50 or  F 65 depending on the power output of Panhard's M6 flat twin engine. The photographs were sent to me by my follower @hairsnbeard who took them last November near Rennes, Britanny.

[wheelsgoroundincircles]

1930 Ford Highboy Coupe

There’s always lots of detail work with any build and this ’30 Ford highboy coupe is no exception. Look closely and you will find Craftworks Fabrication handmade steel motor mounts. The license plate and valve covers were painted by Jeremy Seanor of Luckystrike Designs. He also painted all the accompanying engine and tranny parts. The powdercoat was handled by Pittsburgh Powder Coat while the chrome plating was conducted by Jon Wright’s Custom Chrome Plating.

The chassis is comprised of a Roadster Shop custom frame that was stepped, stretched, and features contoured ’32 Ford-style framerails. It was also then boxed, capped, and has hole punch flared front framehorns. From here the frame is outfitted with a Super Bell 4-inch drop, drilled and plated I-beam axle, low-profile monoleaf spring with Ridetech tubular shocks paired to custom-made drilled billet radius rods from Johnson’s Hot Rod Shop. Steering falls to the Flaming River box and a LimeWorks Hot Rod column topped with a four-spoke Billet Specialties Sprint Car–style leather-wrapped wheel. In back there’s a Currie 9-inch rearend outfitted with 3.70 gears, 31-spline axles, QA1 coilovers, a Pete & Jakes Panhard bar, and a parallel four-link setup. Braking is a combination of disc/drum front to rear. The forward braking dark gray–painted Wilwood Dynalite calipers are neatly hidden behind the Pete & Jakes finned backing plates. While in back the 9-inch is outfitted with 11-inch brakes, this time hidden beneath the SO-CAL Speed Shop finned drums all the while the chassis rides on a full set of 16-inch Dayton wire wheels wrapped with Coker/Excelsior rubber measuring 5.50R16 in front and 7.00R18 in the back.

All hot rods have something fun settled between the ’rails and beneath the hood (well if they have a hood). In the case of our ’30 Ford highboy coupe it sure appears to be a vintage Ford Y-block but after more than a cursory look we begin to see the telltale signs that there’s something more. Indeed, while it may look like a Ford it truly is a 376-inch LSX iron block, with aluminum heads and ARP studs, plus adapter-equipped small-block Ford (Windsor) valve covers all from Don Hardy Race Cars and then assembled by Talik and Marc Mullin. The intake is an Edelbrock LS dual quad with a pair of Thunder AVS EnduraShine carbs dressed in OTB air cleaners. Delivering the gas from the Tanks stainless reservoir is an Earl’s Performance billet fuel pump. More engine accessories include an MSD 6AL box to go along with the MSD billet Ford small-block distributor that functions through a timing cover adapter from Chevrolet Performance all the while using an MSD coil and Lokar vintage plug wires. Powermaster also supplied the alternator and starter, the battery is an XS Power AGM, and a Wegner Motorsports water pump is used as well as a Wegner front accessory drive unit. This 500-plus hp V-8 utilizes custom headers made at Craftworks Fabrication based on Ultimate Headers LS header flanges. The pseudo-Ford small-block is backed up to a TCI StreetFighter 700-R4 with a 2,800-stall speed converter operated by a Lokar shifter. The trans cooler comes by way of Derale Performance and moves the power through a 3-inch-diameter custom-made driveshaft.

[cleverwordsandotherstuffilike]

Inventions

Adrenaline: (isolation of) John Jacob Abel, U.S., 1897.

Aerosol can: Erik Rotheim, Norway, 1926.

Air brake: George Westinghouse, U.S., 1868.

Air conditioning: Willis Carrier, U.S., 1911.

Airship: (non-rigid) Henri Giffard, France, 1852; (rigid) Ferdinand von Zeppelin, Germany, 1900.

Aluminum manufacture: (by electrolytic action) Charles M. Hall, U.S., 1866.

Anatomy, human: (De fabrica corporis humani, an illustrated systematic study of the human body) Andreas Vesalius, Belgium, 1543; (comparative: parts of an organism are correlated to the functioning whole) Georges Cuvier, France, 1799–1805.

Anesthetic: (first use of anesthetic—ether—on humans) Crawford W. Long, U.S., 1842.

Antibiotics: (first demonstration of antibiotic effect) Louis Pasteur, Jules-François Joubert, France, 1887; (discovery of penicillin, first modern antibiotic) Alexander Fleming, England, 1928; (penicillin’s infection-fighting properties) Howard Florey, Ernst Chain, England, 1940.

Antiseptic: (surgery) Joseph Lister, England, 1867.

Antitoxin, diphtheria: Emil von Behring, Germany, 1890.

Appliances, electric: (fan) Schuyler Wheeler, U.S., 1882; (flatiron) Henry W. Seely, U.S., 1882; (stove) Hadaway, U.S., 1896; (washing machine) Alva Fisher, U.S., 1906.

Aqualung: Jacques-Yves Cousteau, Emile Gagnan, France, 1943.

Aspirin: Dr. Felix Hoffman, Germany, 1899.

Astronomical calculator: The Antikythera device, first century B.C., Greece. Found off island of Antikythera in 1900.

Atom: (nuclear model of) Ernest Rutherford, England, 1911.

Atomic theory: (ancient) Leucippus, Democritus, Greece, c. 500 B.C.; Lucretius, Rome c.100 B.C.; (modern) John Dalton, England, 1808.

Atomic structure: (formulated nuclear model of atom, Rutherford model) Ernest Rutherford, England, 1911; (proposed current concept of atomic structure, the Bohr model) Niels Bohr, Denmark, 1913.

Automobile: (first with internal combustion engine, 250 rpm) Karl Benz, Germany, 1885; (first with practical high-speed internal combustion engine, 900 rpm) Gottlieb Daimler, Germany, 1885; (first true automobile, not carriage with motor) René Panhard, Emile Lavassor, France, 1891; (carburetor, spray) Charles E. Duryea, U.S., 1892.

Autopilot: (for aircraft) Elmer A. Sperry, U.S., c.1910, first successful test, 1912, in a Curtiss flying boat.

Avogadro’s law: (equal volumes of all gases at the same temperature and pressure contain equal number of molecules) Amedeo Avogadro, Italy, 1811.

Bacteria: Anton van Leeuwenhoek, The Netherlands, 1683.

Balloon, hot-air: Joseph and Jacques Montgolfier, France, 1783.

Barbed wire: (most popular) Joseph E. Glidden, U.S., 1873.

Bar codes: (computer-scanned binary signal code):

(retail trade use) Monarch Marking, U.S. 1970; (industrial use) Plessey Telecommunications, England, 1970.

Barometer: Evangelista Torricelli, Italy, 1643.

Bicycle: Karl D. von Sauerbronn, Germany, 1816; (first modern model) James Starley, England, 1884.

Big Bang theory: (the universe originated with a huge explosion) George LeMaitre, Belgium, 1927; (modified LeMaitre theory labeled “Big Bang”) George A. Gamow, U.S., 1948; (cosmic microwave background radiation discovered, confirms theory) Arno A. Penzias and Robert W. Wilson, U.S., 1965.

Blood, circulation of: William Harvey, England, 1628.

Boyle’s law: (relation between pressure and volume in gases) Robert Boyle, Ireland, 1662.

Braille: Louis Braille, France, 1829.

Bridges: (suspension, iron chains) James Finley, Pa., 1800; (wire suspension) Marc Seguin, Lyons, 1825; (truss) Ithiel Town, U.S., 1820.

Bullet: (conical) Claude Minié, France, 1849.

Calculating machine: (logarithms: made multiplying easier and thus calculators practical) John Napier, Scotland, 1614; (slide rule) William Oughtred, England, 1632; (digital calculator) Blaise Pascal, 1642; (multiplication machine) Gottfried Leibniz, Germany, 1671; (important 19th-century contributors to modern machine) Frank S. Baldwin, Jay R. Monroe, Dorr E. Felt, W. T. Ohdner, William Burroughs, all U.S.; (“analytical engine” design, included concepts of programming, taping) Charles Babbage, England, 1835.

Calculus: Isaac Newton, England, 1669; (differential calculus) Gottfried Leibniz, Germany, 1684.

Camera: (hand-held) George Eastman, U.S., 1888; (Polaroid Land) Edwin Land, U.S., 1948.

“Canals” of Mars:Giovanni Schiaparelli, Italy, 1877.

Carpet sweeper: Melville R. Bissell, U.S., 1876.

Car radio: William Lear, Elmer Wavering, U.S., 1929, manufactured by Galvin Manufacturing Co., “Motorola.”

Cells: (word used to describe microscopic examination of cork) Robert Hooke, England, 1665; (theory: cells are common structural and functional unit of all living organisms) Theodor Schwann, Matthias Schleiden, 1838–1839.

Cement, Portland: Joseph Aspdin, England, 1824.

Chewing gum: (spruce-based) John Curtis, U.S., 1848; (chicle-based) Thomas Adams, U.S., 1870.

Cholera bacterium: Robert Koch, Germany, 1883.

Circuit, integrated: (theoretical) G.W.A. Dummer, England, 1952; (phase-shift oscillator) Jack S. Kilby, Texas Instruments, U.S., 1959.

Classification of plants: (first modern, based on comparative study of forms) Andrea Cesalpino, Italy, 1583; (classification of plants and animals by genera and species) Carolus Linnaeus, Sweden, 1737–1753.

Clock, pendulum: Christian Huygens, The Netherlands, 1656.

Coca-Cola: John Pemberton, U.S., 1886.

Combustion: (nature of) Antoine Lavoisier, France, 1777.

Compact disk: RCA, U.S., 1972.

Computers: (first design of analytical engine) Charles Babbage, 1830s; (ENIAC, Electronic Numerical Integrator and Calculator, first all-electronic, completed) 1945; (dedicated at University of Pennsylvania) 1946; (UNIVAC, Universal Automatic Computer, handled both numeric and alphabetic data) 1951.

Concrete: (reinforced) Joseph Monier, France, 1877.

Condensed milk: Gail Borden, U.S., 1853.

Conditioned reflex: Ivan Pavlov, Russia, c.1910.

Conservation of electric charge: (the total electric charge of the universe or any closed system is constant) Benjamin Franklin, U.S., 1751–1754.

Contagion theory: (infectious diseases caused by living agent transmitted from person to person) Girolamo Fracastoro, Italy, 1546.

Continental drift theory: (geographer who pieced together continents into a single landmass on maps) Antonio Snider-Pellegrini, France, 1858; (first proposed in lecture) Frank Taylor, U.S.; (first comprehensive detailed theory) Alfred Wegener, Germany, 1912.

Contraceptive, oral: Gregory Pincus, Min Chuch Chang, John Rock, Carl Djerassi, U.S., 1951.

Converter, Bessemer: William Kelly, U.S., 1851.

Cosmetics: Egypt, c. 4000 B.C.

Cosamic string theory: (first postulated) Thomas Kibble, 1976.

Cotton gin: Eli Whitney, U.S., 1793.

Crossbow: China, c. 300 B.C.

Cyclotron: Ernest O. Lawrence, U.S., 1931.

Deuterium: (heavy hydrogen) Harold Urey, U.S., 1931.

Disease: (chemicals in treatment of) crusaded by Philippus Paracelsus, 1527–1541; (germ theory) Louis Pasteur, France, 1862–1877.

DNA: (deoxyribonucleic acid) Friedrich Meischer, Germany, 1869; (determination of double-helical structure) Rosalind Elsie Franklin, F. H. Crick, England, James D. Watson, U.S., 1953.

Dye: (aniline, start of synthetic dye industry) William H. Perkin, England, 1856.

Dynamite: Alfred Nobel, Sweden, 1867.

Electric cooking utensil: (first) patented by St. George Lane-Fox, England, 1874.

Electric generator (dynamo): (laboratory model) Michael Faraday, England, 1832; Joseph Henry, U.S., c.1832; (hand-driven model) Hippolyte Pixii, France, 1833; (alternating-current generator) Nikola Tesla, U.S., 1892.

Electric lamp: (arc lamp) Sir Humphrey Davy, England, 1801; (fluorescent lamp) A.E. Becquerel, France, 1867; (incandescent lamp) Sir Joseph Swann, England, Thomas A. Edison, U.S., contemporaneously, 1870s; (carbon arc street lamp) Charles F. Brush, U.S., 1879; (first widely marketed incandescent lamp) Thomas A. Edison, U.S., 1879; (mercury vapor lamp) Peter Cooper Hewitt, U.S., 1903; (neon lamp) Georges Claude, France, 1911; (tungsten filament) Irving Langmuir, U.S., 1915.

Electrocardiography: Demonstrated by Augustus Waller, 1887; (first practical device for recording activity of heart) Willem Einthoven, 1903, Dutch physiologist.

Electromagnet: William Sturgeon, England, 1823.

Electron: Sir Joseph J. Thompson, England, 1897.

Elevator, passenger: (safety device permitting use by passengers) Elisha G. Otis, U.S., 1852; (elevator utilizing safety device) 1857.

E = mc2: (equivalence of mass and energy) Albert Einstein, Switzerland, 1907.

Engine, internal combustion: No single inventor. Fundamental theory established by Sadi Carnot, France, 1824; (two-stroke) Etienne Lenoir, France, 1860; (ideal operating cycle for four-stroke) Alphonse Beau de Roche, France, 1862; (operating four-stroke) Nikolaus Otto, Germany, 1876; (diesel) Rudolf Diesel, Germany, 1892; (rotary) Felix Wankel, Germany, 1956.

Evolution: (organic) Jean-Baptiste Lamarck, France, 1809; (by natural selection) Charles Darwin, England, 1859.

Exclusion principle: (no two electrons in an atom can occupy the same energy level) Wolfgang Pauli, Germany, 1925.

Expanding universe theory: (first proposed) George LeMaitre, Belgium, 1927; (discovered first direct evidence that the universe is expanding) Edwin P. Hubble, U.S., 1929; (Hubble constant: a measure of the rate at which the universe is expanding) Edwin P. Hubble, U.S., 1929.

Falling bodies, law of: Galileo Galilei, Italy, 1590.

Fermentation: (microorganisms as cause of) Louis Pasteur, France, c.1860.

Fiber optics: Narinder Kapany, England, 1955.

Fibers, man-made: (nitrocellulose fibers treated to change flammable nitrocellulose to harmless cellulose, precursor of rayon) Sir Joseph Swann, England, 1883; (rayon) Count Hilaire de Chardonnet, France, 1889; (Celanese) Henry and Camille Dreyfuss, U.S., England, 1921; (research on polyesters and polyamides, basis for modern man-made fibers) U.S., England, Germany, 1930s; (nylon) Wallace H. Carothers, U.S., 1935.

Frozen food: Clarence Birdseye, U.S., 1924.

Gene transfer: (human) Steven Rosenberg, R. Michael Blaese, W. French Anderson, U.S., 1989.

Geometry, elements of: Euclid, Alexandria, Egypt, c. 300 B.C.; (analytic) René Descartes, France; and Pierre de Fermat, Switzerland, 1637.

Gravitation, law of: Sir Isaac Newton, England, c.1665 (published 1687).

Gunpowder: China, c.700.

Gyrocompass: Elmer A. Sperry, U.S., 1905.

Gyroscope: Léon Foucault, France, 1852.

Halley’s Comet: Edmund Halley, England, 1705.

Heart implanted in human, permanent artificial:Dr. Robert Jarvik, U.S., 1982.

Heart, temporary artificial: Willem Kolft, 1957.

Helicopter: (double rotor) Heinrich Focke, Germany, 1936; (single rotor) Igor Sikorsky, U.S., 1939.

Helium first observed on sun: Sir Joseph Lockyer, England, 1868.

Heredity, laws of: Gregor Mendel, Austria, 1865.

Holograph: Dennis Gabor, England, 1947.

Home videotape systems (VCR): (Betamax) Sony, Japan, 1975; (VHS) Matsushita, Japan, 1975.

Ice age theory: Louis Agassiz, Swiss-American, 1840.

Induction, electric: Joseph Henry, U.S., 1828.

Insulin: (first isolated) Sir Frederick G. Banting and Charles H. Best, Canada, 1921; (discovery first published) Banting and Best, 1922; (Nobel Prize awarded for purification for use in humans) John Macleod and Banting, 1923; (first synthesized), China, 1966.

Intelligence testing: Alfred Binet, Theodore Simon, France, 1905.

Interferon: Alick Isaacs, Jean Lindemann, England, Switzerland, 1957.

Isotopes: (concept of) Frederick Soddy, England, 1912; (stable isotopes) J. J. Thompson, England, 1913; (existence demonstrated by mass spectrography) Francis W. Ashton, 1919.

Jet propulsion: (engine) Sir Frank Whittle, England, Hans von Ohain, Germany, 1936; (aircraft) Heinkel He 178, 1939.

Kinetic theory of gases: (molecules of a gas are in a state of rapid motion) Daniel Bernoulli, Switzerland, 1738.

Laser: (theoretical work on) Charles H. Townes, Arthur L. Schawlow, U.S., N. Basov, A. Prokhorov, U.S.S.R., 1958; (first working model) T. H. Maiman, U.S., 1960.

Lawn mower: Edwin Budding, John Ferrabee, England, 1830–1831.

LCD (liquid crystal display): Hoffmann-La Roche, Switzerland, 1970.

Lens, bifocal: Benjamin Franklin, U.S., c.1760.

Leyden jar: (prototype electrical condenser) Canon E. G. von Kleist of Kamin, Pomerania, 1745; independently evolved by Cunaeus and P. van Musschenbroek, University of Leyden, Holland, 1746, from where name originated.

Light, nature of: (wave theory) Christian Huygens, The Netherlands, 1678; (electromagnetic theory) James Clerk Maxwell, England, 1873.

Light, speed of: (theory that light has finite velocity) Olaus Roemer, Denmark, 1675.

Lightning rod: Benjamin Franklin, U.S., 1752.

Locomotive: (steam powered) Richard Trevithick, England, 1804; (first practical, due to multiple-fire-tube boiler) George Stephenson, England, 1829; (largest steam-powered) Union Pacific’s “Big Boy,” U.S., 1941.

Lock, cylinder: Linus Yale, U.S., 1851.

Loom: (horizontal, two-beamed) Egypt, c. 4400 B.C.; (Jacquard drawloom, pattern controlled by punch cards) Jacques de Vaucanson, France, 1745, Joseph-Marie Jacquard, 1801; (flying shuttle) John Kay, England, 1733; (power-driven loom) Edmund Cartwright, England, 1785.

Machine gun: (hand-cranked multibarrel) Richard J. Gatling, U.S., 1862; (practical single barrel, belt-fed) Hiram S. Maxim, Anglo-American, 1884.

Magnet, Earth is: William Gilbert, England, 1600.

Match: (phosphorus) François Derosne, France, 1816; (friction) Charles Sauria, France, 1831; (safety) J. E. Lundstrom, Sweden, 1855.

Measles vaccine: John F. Enders, Thomas Peebles, U.S., 1953.

Metric system: revolutionary government of France, 1790–1801.

Microphone: Charles Wheatstone, England, 1827.

Microscope: (compound) Zacharias Janssen, The Netherlands, 1590; (electron) Vladimir Zworykin et al., U.S., Canada, Germany, 1932–1939.

Microwave oven: Percy Spencer, U.S., 1947.

Motion, laws of: Isaac Newton, England, 1687.

Motion pictures: Thomas A. Edison, U.S., 1893.

Motion pictures, sound: Product of various inventions. First picture with synchronized musical score: Don Juan, 1926; with spoken dialogue: The Jazz Singer, 1927; both Warner Bros.

Motor, electric: Michael Faraday, England, 1822; (alternating-current) Nikola Tesla, U.S., 1892.

Motorcycle: (motor tricycle) Edward Butler, England, 1884; (gasoline-engine motorcycle) Gottlieb Daimler, Germany, 1885.

Moving assembly line: Henry Ford, U.S., 1913.

Neptune: (discovery of) Johann Galle, Germany, 1846.

Neptunium: (first transuranic element, synthesis of) Edward M. McMillan, Philip H. Abelson, U.S., 1940.

Neutron: James Chadwick, England, 1932.

Neutron-induced radiation: Enrico Fermi et al., Italy, 1934.

Nitroglycerin: Ascanio Sobrero, Italy, 1846.

Nuclear fission: Otto Hahn, Fritz Strassmann, Germany, 1938.

Nuclear reactor: Enrico Fermi, Italy, et al., 1942.

Ohm’s law: (relationship between strength of electric current, electromotive force, and circuit resistance) Georg S. Ohm, Germany, 1827.

Oil well: Edwin L. Drake, U.S., 1859.

Oxygen: (isolation of) Joseph Priestley, 1774; Carl Scheele, 1773.

Ozone: Christian Schönbein, Germany, 1839.

Pacemaker: (internal) Clarence W. Lillehie, Earl Bakk, U.S., 1957.

Paper China, c.100 A.D.

Parachute: Louis S. Lenormand, France, 1783.

Pen: (fountain) Lewis E. Waterman, U.S., 1884; (ball-point, for marking on rough surfaces) John H. Loud, U.S., 1888; (ball-point, for handwriting) Lazlo Biro, Argentina, 1944.

Periodic law: (that properties of elements are functions of their atomic weights) Dmitri Mendeleev, Russia, 1869.

Periodic table: (arrangement of chemical elements based on periodic law) Dmitri Mendeleev, Russia, 1869.

Phonograph: Thomas A. Edison, U.S., 1877.

Photography: (first paper negative, first photograph, on metal) Joseph Nicéphore Niepce, France, 1816–1827; (discovery of fixative powers of hyposulfite of soda) Sir John Herschel, England, 1819; (first direct positive image on silver plate, the daguerreotype) Louis Daguerre, based on work with Niepce, France, 1839; (first paper negative from which a number of positive prints could be made) William Talbot, England, 1841. Work of these four men, taken together, forms basis for all modern photography. (First color images) Alexandre Becquerel, Claude Niepce de Saint-Victor, France, 1848–1860; (commercial color film with three emulsion layers, Kodachrome) U.S., 1935.

Photovoltaic effect: (light falling on certain materials can produce electricity) Edmund Becquerel, France, 1839.

Piano: (Hammerklavier) Bartolommeo Cristofori, Italy, 1709; (pianoforte with sustaining and damper pedals) John Broadwood, England, 1873.

Planetary motion, laws of: Johannes Kepler, Germany, 1609, 1619.

Plant respiration and photosynthesis: Jan Ingenhousz, Holland, 1779.

Plastics: (first material, nitrocellulose softened by vegetable oil, camphor, precursor to Celluloid) Alexander Parkes, England, 1855; (Celluloid, involving recognition of vital effect of camphor) John W. Hyatt, U.S., 1869; (Bakelite, first completely synthetic plastic) Leo H. Baekeland, U.S., 1910; (theoretical background of macromolecules and process of polymerization on which modern plastics industry rests) Hermann Staudinger, Germany, 1922.

Plate tectonics: Alfred Wegener, Germany, 1912–1915.

Plow, forked: Mesopotamia, before 3000 B.C.

Plutonium, synthesis of: Glenn T. Seaborg, Edwin M. McMillan, Arthur C. Wahl, Joseph W. Kennedy, U.S., 1941.

Polio, vaccine: (experimentally safe dead-virus vaccine) Jonas E. Salk, U.S., 1952; (effective large-scale field trials) 1954; (officially approved) 1955; (safe oral live-virus vaccine developed) Albert B. Sabin, U.S., 1954; (available in the U.S.) 1960.

Positron: Carl D. Anderson, U.S., 1932.

Pressure cooker: (early version) Denis Papin, France, 1679.

Printing: (block) Japan, c.700; (movable type) Korea, c.1400; Johann Gutenberg, Germany, c.1450 (lithography, offset) Aloys Senefelder, Germany, 1796; (rotary press) Richard Hoe, U.S., 1844; (linotype) Ottmar Mergenthaler, U.S., 1884.

Probability theory: René Descartes, France; and Pierre de Fermat, Switzerland, 1654.

Proton: Ernest Rutherford, England, 1919.

Prozac: (antidepressant fluoxetine) Bryan B. Malloy, Scotland, and Klaus K. Schmiegel, U.S., 1972; (released for use in U.S.) Eli Lilly & Company, 1987.

Psychoanalysis: Sigmund Freud, Austria, c.1904.

Pulsars: Antony Hewish and Jocelyn Bell Burnel, England, 1967.

Quantum theory: (general) Max Planck, Germany, 1900; (sub-atomic) Niels Bohr, Denmark, 1913; (quantum mechanics) Werner Heisenberg, Erwin Schrödinger, Germany, 1925.

Quarks: Jerome Friedman, Henry Kendall, Richard Taylor, U.S., 1967.

Quasars: Marten Schmidt, U.S., 1963.

Rabies immunization: Louis Pasteur, France, 1885.

Radar: (limited to one-mile range) Christian Hulsmeyer, Germany, 1904; (pulse modulation, used for measuring height of ionosphere) Gregory Breit, Merle Tuve, U.S., 1925; (first practical radar—radio detection and ranging) Sir Robert Watson-Watt, England, 1934–1935.

Radio: (electromagnetism, theory of) James Clerk Maxwell, England, 1873; (spark coil, generator of electromagnetic waves) Heinrich Hertz, Germany, 1886; (first practical system of wireless telegraphy) Guglielmo Marconi, Italy, 1895; (first long-distance telegraphic radio signal sent across the Atlantic) Marconi, 1901; (vacuum electron tube, basis for radio telephony) Sir John Fleming, England, 1904; (triode amplifying tube) Lee de Forest, U.S., 1906; (regenerative circuit, allowing long-distance sound reception) Edwin H. Armstrong, U.S., 1912; (frequency modulation—FM) Edwin H. Armstrong, U.S., 1933.

Radioactivity: (X-rays) Wilhelm K. Roentgen, Germany, 1895; (radioactivity of uranium) Henri Becquerel, France, 1896; (radioactive elements, radium and polonium in uranium ore) Marie Sklodowska-Curie, Pierre Curie, France, 1898; (classification of alpha and beta particle radiation) Pierre Curie, France, 1900; (gamma radiation) Paul-Ulrich Villard, France, 1900.

Radiocarbon dating, carbon-14 method: (discovered) 1947, Willard F. Libby, U.S.; (first demonstrated) U.S., 1950.

Radio signals, extraterrestrial: first known radio noise signals were received by U.S. engineer, Karl Jansky, originating from the Galactic Center, 1931.

Radio waves: (cosmic sources, led to radio astronomy) Karl Jansky, U.S., 1932.

Razor: (safety, successfully marketed) King Gillette, U.S., 1901; (electric) Jacob Schick, U.S., 1928, 1931.

Reaper: Cyrus McCormick, U.S., 1834.

Refrigerator: Alexander Twining, U.S., James Harrison, Australia, 1850; (first with a compressor device) the Domelse, Chicago, U.S., 1913.

Refrigerator ship: (first) the Frigorifique, cooling unit designed by Charles Teller, France, 1877.

Relativity: (special and general theories of) Albert Einstein, Switzerland, Germany, U.S., 1905–1953.

Revolver: Samuel Colt, U.S., 1835.

Richter scale: Charles F. Richter, U.S., 1935.

Rifle: (muzzle-loaded) Italy, Germany, c.1475; (breech-loaded) England, France, Germany, U.S., c.1866; (bolt-action) Paul von Mauser, Germany, 1889; (automatic) John Browning, U.S., 1918.

Rocket: (liquid-fueled) Robert Goddard, U.S., 1926.

Roller bearing: (wooden for cartwheel) Germany or France, c.100 B.C.

Rotation of Earth: Jean Bernard Foucault, France, 1851.

Royal Observatory, Greenwich: established in 1675 by Charles II of England; John Flamsteed first Astronomer Royal.

Rubber: (vulcanization process) Charles Goodyear, U.S., 1839.

Saccharin: Constantine Fuhlberg, Ira Remsen, U.S., 1879.

Safety pin: Walter Hunt, U.S., 1849.

Saturn, ring around: Christian Huygens, The Netherlands, 1659.

“Scotch” tape:Richard Drew, U.S., 1929.

Screw propeller: Sir Francis P. Smith, England, 1836; John Ericsson, England, worked independently of and simultaneously with Smith, 1837.

Seismograph: (first accurate) John Milne, England, 1880.

Sewing machine: Elias Howe, U.S., 1846; (continuous stitch) Isaac Singer, U.S., 1851.  

Solar energy: First realistic application of solar energy using parabolic solar reflector to drive caloric engine on steam boiler, John Ericsson, U.S., 1860s.

Solar system, universe: (Sun-centered universe) Nicolaus Copernicus, Warsaw, 1543; (establishment of planetary orbits as elliptical) Johannes Kepler, Germany, 1609; (infinity of universe) Giordano Bruno, Italian monk, 1584.

Spectrum: (heterogeneity of light) Sir Isaac Newton, England, 1665–1666.

Spectrum analysis: Gustav Kirchhoff, Robert Bunsen, Germany, 1859.

Spermatozoa: Anton van Leeuwenhoek, The Netherlands, 1683.

Spinning: (spinning wheel) India, introduced to Europe in Middle Ages; (Saxony wheel, continuous spinning of wool or cotton yarn) England, c.1500–1600; (spinning jenny) James Hargreaves, England, 1764; (spinning frame) Sir Richard Arkwright, England, 1769; (spinning mule, completed mechanization of spinning, permitting production of yarn to keep up with demands of modern looms) Samuel Crompton, England, 1779.

Star catalog: (first modern) Tycho Brahe, Denmark, 1572.

Steam engine: (first commercial version based on principles of French physicist Denis Papin) Thomas Savery, England, 1639; (atmospheric steam engine) Thomas Newcomen, England, 1705; (steam engine for pumping water from collieries) Savery, Newcomen, 1725; (modern condensing, double acting) James Watt, England, 1782.

Steamship: Claude de Jouffroy d’Abbans, France, 1783; James Rumsey, U.S., 1787; John Fitch, U.S., 1790. All preceded Robert Fulton, U.S., 1807, credited with launching first commercially successful steamship.

Stethoscope: René Laënnec, France, 1819.

Sulfa drugs: (parent compound, para-aminobenzenesulfanomide) Paul Gelmo, Austria, 1908; (antibacterial activity) Gerhard Domagk, Germany, 1935.

Superconductivity: (theory) Bardeen, Cooper, Scheiffer, U.S., 1957.

Symbolic logic: George Boule, 1854; (modern) Bertrand Russell, Alfred North Whitehead, England, 1910–1913.

Tank, military: Sir Ernest Swinton, England, 1914.

Tape recorder: (magnetic steel tape) Valdemar Poulsen, Denmark, 1899.

Teflon: DuPont, U.S., 1943.

Telegraph: Samuel F. B. Morse, U.S., 1837.

Telephone: Alexander Graham Bell, U.S., 1876.

Telescope: Hans Lippershey, The Netherlands, 1608; (astronomical) Galileo Galilei, Italy, 1609; (reflecting) Isaac Newton, England, 1668.

Television: (Iconoscope–T.V. camera table), Vladimir Zworkin, U.S., 1923, and also kinescope (cathode ray tube), 1928; (mechanical disk-scanning method) successfully demonstrated by J.K. Baird, England, C.F. Jenkins, U.S., 1926; (first all-electric television image), 1927, Philo T. Farnsworth, U.S; (color, mechanical disk) Baird, 1928; (color, compatible with black and white) George Valensi, France, 1938; (color, sequential rotating filter) Peter Goldmark, U.S., first introduced, 1951; (color, compatible with black and white) commercially introduced in U.S., National Television Systems Committee, 1953.

Thermodynamics: (first law: energy cannot be created or destroyed, only converted from one form to another) Julius von Mayer, Germany, 1842; James Joule, England, 1843; (second law: heat cannot of itself pass from a colder to a warmer body) Rudolph Clausius, Germany, 1850; (third law: the entropy of ordered solids reaches zero at the absolute zero of temperature) Walter Nernst, Germany, 1918.

Thermometer: (open-column) Galileo Galilei, c.1593; (clinical) Santorio Santorio, Padua, c.1615; (mercury, also Fahrenheit scale) Gabriel D. Fahrenheit, Germany, 1714; (centigrade scale) Anders Celsius, Sweden, 1742; (absolute-temperature, or Kelvin, scale) William Thompson, Lord Kelvin, England, 1848.

Tire, pneumatic: Robert W. Thompson, England, 1845; (bicycle tire) John B. Dunlop, Northern Ireland, 1888.

Toilet, flush: Product of Minoan civilization, Crete, c. 2000 B.C. Alleged invention by “Thomas Crapper” is untrue.

Tractor: Benjamin Holt, U.S., 1900.

Transformer, electric: William Stanley, U.S., 1885.

Transistor: John Bardeen, Walter H. Brattain, William B. Shockley, U.S., 1947.

Tuberculosis bacterium: Robert Koch, Germany, 1882.

Typewriter: Christopher Sholes, Carlos Glidden, U.S., 1867.

Uncertainty principle: (that position and velocity of an object cannot both be measured exactly, at the same time) Werner Heisenberg, Germany, 1927.

Uranus: (first planet discovered in recorded history) William Herschel, England, 1781.

Vaccination: Edward Jenner, England, 1796.

Vacuum cleaner: (manually operated) Ives W. McGaffey, 1869; (electric) Hubert C. Booth, England, 1901; (upright) J. Murray Spangler, U.S., 1907.

Van Allen (radiation) Belt: (around Earth) James Van Allen, U.S., 1958.

Video disk: Philips Co., The Netherlands, 1972.

Vitamins: (hypothesis of disease deficiency) Sir F. G. Hopkins, Casimir Funk, England, 1912; (vitamin A) Elmer V. McCollum, M. Davis, U.S., 1912–1914; (vitamin B) McCollum, U.S., 1915–1916; (thiamin, B1) Casimir Funk, England, 1912; (riboflavin, B2) D. T. Smith, E. G. Hendrick, U.S., 1926; (niacin) Conrad Elvehjem, U.S., 1937; (B6) Paul Gyorgy, U.S., 1934; (vitamin C) C. A. Hoist, T. Froelich, Norway, 1912; (vitamin D) McCollum, U.S., 1922; (folic acid) Lucy Wills, England, 1933.

Voltaic pile: (forerunner of modern battery, first source of continuous electric current) Alessandro Volta, Italy, 1800.

Wallpaper: Europe, 16th and 17th century.

Wassermann test: (for syphilis) August von Wassermann, Germany, 1906.

Wheel: (cart, solid wood) Mesopotamia, c.3800–3600 B.C.

Windmill: Persia, c.600.

World Wide Web: (developed while working at CERN) Tim Berners-Lee, England, 1989; (development of Mosaic browser makes WWW available for general use) Marc Andreeson, U.S., 1993.

Xerography: Chester Carlson, U.S., 1938.

Zero: India, c.600; (absolute zero temperature, cessation of all molecular energy) William Thompson, Lord Kelvin, England, 1848.

Zipper: W. L. Judson, U.S., 1891.  

[gnusnoteunuchs]

2001 Mazda Tribute FWD V6

Its lines are identical to the Escape; my confusion is understandable.

What is it?

When I first saw this Tribute I thought "the poor thing looks like a bootleg Ford Escape," and then ate my words as soon as I found that the Tribute and Escape are in fact exactly the same car. Every time I try to say Mazda Tribute, I almost say Ford Escape instead. Both the Tribute and Escape were the product of a collaboration between Ford and Mazda in the early 2000s, a marriage that also produced the Ford Probe, and resulted from a collective desire from both manufacturers to make a modern and relevant crossover compact SUV. Did it work? I don't know.

The Tribute ends up being a "crossover" not because of its looks or its styling; it really isn't just a jumped up hatchback like many modern crossovers are; rather, it used a Mazda floorpan design along with a powertrain developed jointly with Ford to make a monocoque SUV with a transverse engine and transaxle. Why did they do that? I don't know.

Doesn’t it look sportier than its Ford cousin? I hope it does; it’s a Mazda.

What is it like? The Tribute isn't a very big SUV, but it has the boxy lines of its larger siblings like the contemporary Ford Explorer. Unlike the Explorer, it uses a lighter monocoque chassis that belies its road car origins; though all SUVs are ultimately made to cheat CAFE regulations by being built as light trucks, the Tribute has very little truck-ishness about it. Like other early 2000s SUVs and crossovers, the Tribute doesn't put much effort into looking good; as this was still a time when the Utility in Sport Utility Vehicle really mattered, it was more than acceptable to have it be boxy and businesslike, as opposed to the heavily stylized crossovers of today. The "Sport" comes through in the plastic lower body panels and more aggressive-looking headlights and grille that the Escape forwent, in favor of familiar blocky Ford styling. Mazda had a reputation to uphold with the Tribute, after all. Did it succeed? I don't know. Another crucial difference the Tribute has against its bigger brother the Explorer is its suspension; the Explorer is a good stodgy old body-on-frame truck with a live rear axle, while the Tribute has fully independent suspension, front and rear; in the rear this was likely done so as to maximise parts commonality between the front wheel drive and all wheel drive variants; the only difference between the two on the rear end is the fact that one has got a propeller shaft and differential under and the other hasn't; all of the actual suspension linkages are common with both. It's not the cute, low-slung multilink suspension of the Civic though; the Tribute has a unitized long-travel multilink suspension with nice big coil springs that is installed as a single unit onto the monocoque body. This means that unlike some crossovers, the Tribute really does have an actual SUV suspension. Jeep purists will scoff and say that anything without two live axles and multiple Panhard rods or Watts linkages aren't real offroaders but they forget the caveat here: the Tribute isn't an off roader. It really isn't. It's built on a sedan platform with a transverse engine and 4WD as an option. It's a road car that happes to have some SUV components. So, unlike a Jeep, the Tribute isn't going to be a great offroader. However, with its 200hp V6 and light monocoque body, it'll be great on roads, won't it? Or it'll at least be comfortable on roads, right? You'll see.

It’s cute that you can see exactly where the driveshaft and differential would go.

The Tribute is reasonably spacious inside, and has front bucket seats separated by a center console for ample cupholding and CD storage space. The front seats have integrated headrests that were made for people with shorter spines than myself; I found myself worried about the car's ability to prevent me from snapping my neck in a forward collision. Strangely, it has a column shifter, but a console parking brake, which I found a disorienting combination. My old third-generation Dodge Caravan Sport had a column shifter, but a pedal parking brake that left a huge amount of open space free between the front seats; the Tribute was given the truck-style shifter but then doesn't have the free space it might if it had a pedal parking brake. I sincerely do not understand why Mazda/Ford did this, but as with all cars, you get used to it. At least it isn't as confusing as the Kia Niro, that has a console shifter but a pedal parking brake. The Tribute is pretty easy to get into because of its high stance and its trunk is generously sized, and the one I drove had an aftermarket CD/DVD player that made it a little easier to work the stereo. The seats are comfortable enough, and the upright sitting position and big steering wheel, as well as good visibility, make it easy to drive. Overall, the Tribute functions as a pretty decent crossover, from the days when "crossover" either meant whatever the Aztek/Rendezvous were supposed to be, or meant monocoque, front wheel drive small SUV.

How does it drive? It drives...like an SUV. The monocoque design that does away with a heavy chassis frame doesn't really make it any lighter, and the steering wheel is loose at all speeds, but the power assist makes two-finger driving a possibility. The vague steering wheel is complemented by the loose suspension that soaks up all kinds of bumps; the Tribute actually seems happy on rough, little-maintained roads, as its soft springs and long-travel suspension eat up even the deepest potholes. The jerkiness of rough roads is little diminished, but there is much less bouncing and worryingly heavy thumping than lighter cars like my Civic experience. The soft, high suspension of the Tribute naturally lends it to not want to corner; the rollover risk sticker on the visor says everything you need to know. Body roll happens and the car doesn't really seem to want to keep its grip, but let's be honest with ourselves; nobody who buys an SUV is interested in cornering. The Tribute's one saving grace is its fully independent suspension, which is probably less likely to make emergency maneuvers result in a rollover than a larger or more specialized SUV's live beam axles. Emergency maneuvers might indeed be necessary; the brakes are decent, but can't shake the fact that the car is quite heavy, and between the weight and the rear drums, heavy braking on downhills could quite likely lead to brake fade. Fortunately, the overdrive lockout is an easy to reach toggle button that makes engine braking easier. The Tribute I reviewed came with the 3.0L Duratec V6, developing 203hp. The V6's extra 50 hp over the I4 option doesn't seem like it matters too much though, except for high-tourque applications like towing and off-roading where the car is stuck in first all the time. The somewhat apathetic transmission eats up the engine's revs and prevents the car from really accelerating too hard; putting your foot down results in the throaty V6 roar and...marginal acceleration. I think getting the I4 version with the 5-speed manual would actually be quicker than the 4-speed auto with V6 engine. But again, remember the car we're talking about; this isn't a sporty grand tourer or an offroader begging for boulders; it's a road-going light SUV. Handling isn't really a concern, acceleration is neither expected nor provided, and power is useful insofar as it makes you better able to haul whatever you need, when you need to. The Tribute gets decent city gas mileage, quoted at about 23mpg, and the later hybrid version probably does even better. This isn't great, and highway gas mileage is actually quite bad, but for in-town trips, it's certainly good enough, especially considering how much space you have.

Look how much higher its floor is off the ground than that Passat. Easy to load.

Who is it for? I spent the entire time i drove the Tribute wondering who Mazda sold it to when it was new. It isn't made to be an offroader, but it's still tall, top-heavy, and hefty. It doesn't get amazing gas mileage, partly due to its big, slow-revving V6, but its mileage also could be a lot worse. It doesn't really accelerate, largely due to its transmission, but also partly because of its weight; but the engine offers a good deal of torque which probably makes the Tribute pretty good at towing if it really had to. It has a lot of space inside, but the floor is extremely high off the ground, which is both good and bad for ease of loading. The Tribute is basically a taller minivan with less space and worse handling. Who the hell is this car for? It's for workers and old folks. Think about it; the elderly don't care so much about handling and braking, since they don't drive too fast, and they do enjoy having seats that are high off the ground and easy to get into and out of. They certainly enjoy having lots of space for...whatever it is they do, and having a V6 option harkens back to the old days of high-displacement, slow engines that were the hallmark of true American cars. On the other hand, the Tribute has a lot of space, it's pretty efficient, has more than enough torque for light towing and hauling, and its tall suspension lets it handle dirt roads better than a normal car might; throw in the all wheel drive option and I'm certain the Tribute would shrug off any dirt road short of a rocky fire road. This makes the Tribute/Escape an appealing option for both fleet service and for individual use for contractors, utility workers, and other salt-of-the-earth types who need a light truck but want it to be comfortable and have an enclosed cargo area and four seats. The zero-effort driving style and good in-city mileage make the Tribute a reasonable choice for anybody who prioritizes space and comfort over performance. The Tribute/Escape isn't a bad SUV; on the contrary, it's a fine example of what SUVs truly are when you peel off the aggressive branding. Maybe that doesn't mean it's a good car, but for a lot of people, it's definitely good enough.

[itsworn]

1929 Ford roadster pickup equipped with a Four-Banger has V-8 Punch

If you’ve been a reader of STREET RODDER for the past decade or so you’ve probably seen the name Jeff Eischen pop up every couple of years. He’s certainly not a “household name” like some of the star hot rod builders who have their own TV shows nor does he have the big 50-foot car hauler parked at events across the country. Jeff has taken an almost opposite approach: he keeps a low profile (that’s his personality), and he turns out some truly spectacular cars (that’s his immense talent).

STREET RODDER first found Jeff at a Goodguys event in 2005 when it gave him a Top 10 award (since rebranded as the Painless Performance Products/STREET RODDER Top 100 program) for a little track-nose roadster he brought to the show. We found him again two years later with a Garage Scene profile on a 1929 roadster pickup he was working on.

Then, from 2008-2011, his cars started being featured annually in the magazine (Feb. ’08 a 1931 Ford tub; Jun. ’09 a T roadster; Sep. ’10 a 1932 roadster pickup; Sep. ’11 a 1929 Ford coupe), with a small break before reappearing in the Aug. ’14 issue with another 1929 Ford coupe.

After the first Model A coupe debuted, hot rodder and ex-IMSA Porsche 962 racer Bruce Leven started paying attention to what Jeff was doing and soon thereafter began a relationship with Jeff where Leven would underwrite the build with the stipulation Bruce’s Garage in Washington would become the eventual resting spot for the cars. The pair do work well together, as they have similar tastes, and there is a lot of discussion and back-and-forth when the cars are going together. The two first produced a 1929 Ford roadster pickup, then the second Model A coupe Jeff built in 2014, and now the pair’s latest effort: the Gemsa/Leven Ford Special.

The moniker may be a bit misleading as Joe Gemsa, the brilliant machinist from the ’50s until his death in 1995 (and who developed single- and dual-overhead cam conversions for the Model B engine), didn’t own or work on this car, but one of his rare and wonderful cylinder head configurations is one of the car’s highlights—of which there are many.

Much of what you see on this vehicle, and nearly everything you don’t see, was scratch-built by Jeff in his home garage, located a few miles outside Columbus, Ohio. For this roadster, he started with a computer-aided chassis design, which he then fab’d out of 2×4 boxed steel. He added a crossmember and X-member from Pinkee’s, and set the suspension up out back with a one-off hairpin design that bends inboard when it gets close to the bells of the Winters’ quick-change (4.11:1).

A pair of Andre Hartford 506 friction shocks (from London, England) connect with a set of quarter-elliptic leaf springs from Posies, and a Panhard bar keeps the quickie centered. Up front, a tube axle features another set of transverse-mounted Posies quarter-elliptic springs, another pair of Hartford friction shocks, plus another Panhard bar. Magnum spindles hang off the ends of the axle where a set of faux-Buick disc brake drums (from Alan Johnson) give off a vintage appearance but with contemporary stopping power.

Steering is accomplished with a TrackMaster Products’ side steer box (available in 16:1 or 24:1 ratios) aided by a steering column, Pitman arm, and an engine-turned, three-spoke, stainless steering wheel all fab’d by Jeff. The wire road wheels from Dayton (16×4 and 16×6) certainly evoke the look found on racing cars from a century earlier, but are shod with present-day Excelsior 500 and 750 rubber.

With the chassis out of the way, attention gets turned toward the drivetrain. Being the racer that he is, Leven picks the type of motor for his projects and, though Jeff’s own history is extensive (including stints with the racing programs of IMSA, SCCA, CART Indy, as well as a team member at the endurance races at Sebring and Daytona) and his penchant for using really unique engines in his rides (such as a Miller-equipped Model B banger), getting the motor working in this car required some outside help.

The 210-inch four-cylinder is from 1923 and was built and tuned by Dan Brewer at Shaver Specialties Racing Engines in Torrance, California. As the name implies, Shavers does build racing engines, both in crate form for any use as well as ones used (and abused) in off-road, circle track, and roundy-round tracks across the country, and they’ve been doing so for nearly four decades.

Internally, counterweights were added to the crank, and the assembly was built using Carrillo rods and JE pistons (0.060 over). The dual-overhead Gemsa camshaft configuration is pretty rare, and the head (set up with a 9:1 compression ratio) is fed by a pair of S&S Super G Shorty sidedraft carbs. Originally designed for the 1980-1990 Harley V-Twins and Sportster motorcycles, Jeff adapted the carbs by fab’ing his own log-type intake manifold.

Located throughout the engine compartment you’ll notice small (about the size of a stick of gum) sticker strips made by Thermax attached to temperature-critical parts (such as the radiator, intake manifold, or backside of the electric water pump) that gives the driver instant pinpoint analysis of the drivetrain’s operating temps.

Externally you’ll find a Meziere electric water pump, a Derale Performance fan for the Walker radiator, an ignition system that utilizes a Vertex ignition and solid cotton-wrapped wires, and an Eischen-designed and built exhaust system that starts with 2-inch stainless steel headers that work back down the passenger side of the roadster into 3-inch stainless tubing outfitted with a Stainless Works muffler insert. The ultraclean and tidy engine mounts to a 1939 Ford box (with a truck tailshaft), outfitted with a Ford tractor clutch, an aluminum flywheel, all operated by a Pinkee’s pedal assembly, modified by Jeff. Both the 12-gallon gas tank (made by Jeff) and the driveshaft (from Coleman Machine) are aluminum.

Like the engine, the design of the car featured input from several sources, including Brookville Roadsters (supplied the steel 1929 Ford roadster pickup body), Moal Coachbuilders (the bulbous track nose and its grille), and more of Jeff’s handiwork (such as the four-piece hood that features stainless steel mesh grilles in each of the pieces). And much of what attaches one item to another on this ride is secured with stainless steel safety wire.

Once Jeff was satisfied with the fit of all the body parts, everything was sent to Petar Brown of Brown Restorations, who has painted the last few cars for Jeff (though normally they’re black). This time British Racing Green was the preferred color, and Brown used PPG products to get the job done.

The headlights, which might be easily confused with a modern-day, flat-face, off-road type lens, are actually Ryan-Lite lamps, which were used on high-end cars back in the ’20s (think Stutz or Lincoln phaetons). The 3-in-1 stop/taillight, mounted above the exposed gas tank, is your average 1916 Cadillac unit.

Mike Barr, from Metal Brite in Dayton, Ohio, was responsible for the car’s nickel plating, which includes the subtle roll bar (bent by Tubular Technologies in Hilliard, Ohio) just barely poking up from behind the cockpit. Jeff also fab’d the windshield frame, which follows the top edge of the cowl and flows into integral posts, with tabs every 9 inches or so to help secure the Plexiglas windshield as well as the side glass at the door tops.

Inside the cockpit Jeff opted for a Brookville 1932 Ford roadster dash, which he finished in crinkle black paint before adding a pair of Classic Instruments gauges in a panel Jeff made. To their right another panel holds twin Meylan stopwatches—typically used by the navigator in a timed road course. Jeff tapped Robert McCarter, whom he’d used on previous builds, to complete the simple-looking interior. McCarter used square-weave carpet, complemented by custom speedster-type bucket seats covered in brown leather—the same material used to line the cockpit and doors.

Once the car was finished, it debuted at the 2017 Grand National Roadster Show in Southern California. It was perhaps unfortunate where it was placed—in the shadow of the other car Bruce Leven had entered: a spectacular 1951 Ford Gran Turismo with a stunning road racing chassis. Most folks didn’t get a chance to study the incredible work that went into the little roadster but, if they had, they’d have come away with a new appreciation for how hard it must be to make something so simple look so damn good!

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[vymun]

[Mexican Cab] Committee Directive 2

Committee: JCC - The Mexican Cabinet Topic: On the topic of investigating the attack on the bus in Sonora and reinforcing border security and protect the lives of Americans expatriates in Mexico Sponsors: Governor of Chihuahua, Secretary of the Navy Signatories: Attorney General, Secretary of Foreign Affairs, Secretary of National Defence, Secretary of Security and Civilian Protection, Governor of Michoacan, Governor of Nuevo Leon

The Mexican Cabinet,

Recognising the urgency of the attack and its implications affecting United States - Mexico relations,

Regretting the loss of United States citizens’ kidnapping in the attack,

1. Dispatches an investigation team with 20 officers of the Investigation Division from the Federal Police to the Sonora State of Mexico, under the following mandate:      a. Investigate into the attack on the bus in Sonora State, with the following steps to be taken:           i. Create a complete passenger manifest of all those present on the bus, taking into account the following:                   1. Name of all people,                   2. Nationality,                   3. Age of the victims,                   4. Origin and background of all passengers aboard the bus This will be carried out after feds have arrived at the scene, have a look into the bodies and attempt to identify them. Pictures of the bodies’ faces will be taken for identification. They can enlist the help of families should any come forward. Family members will be asked to identify the person in the picture and all the above information. After which, they will receive the body for burial,           ii. Obtain details on where the bus was headed towards and why did they choose a remote dirt route compared to the much safer Mexican Highway system in Sonora (connects the border to pretty much the whole state),           iii. Obtain a report on the background of the 8 kidnapped victims, such as:                   1. Known relationships, connections and associates. This will result in a report with a list of names, aliases, their respective position in society and known connections to cartels or government officials,                   2. Educational background, political background (if any exists), members of the family and family associates, connections and relationships,                   3. Recent actions carried out by the kidnapped 8, such as:                                 a. Areas visited by them, such as cities, states, buildings, restaurants, etc..                                 b. If CCTV footage is available, obtain records of CCTV footage and witness testimony of the kidnapped people, such as what did they do, when were they last seen,                                 c. Look into their bank accounts and bank transactions should it exist, then have the respective banks deliver a copy of the victims’ accounts and transactions to the feds,                                 d. If the family members or themselves have received suspicious messages. If it exists, collect these messages and deliver them back to the Federal Police HQ in order to trace it for:                                               i. Any fingerprints on the letter,                                               ii. Trace the ink source,                                               iii. Any traces of biomaterial that can be traced back to a region or individual,                                               iv. Visit the bus wreckage site being sealed off with ‘POLICE LINE DO NOT CROSS’ and transport the bus wreckage back to the Sonora federal office specialising in investigation to obtain the following:                                                         1. Fingerprints left on the bus, if any exists,                                                         2. Any materials or items of suspicion left behind on the bus and the crime scene before transporting the bus wreckage,                                                         3. Type of cartridge fired at the bus (e.g. 5.56mm NATO, 7.62 x 39mm M43, 9mm) and traces of explosives or fragments on the crash site or on the bus, indicating a bomb or grenade being used in the attack,                                               v. Have the feds seal off the area having tire tracks and attempt to identify where it was leading towards. Also check with Federal database to identify all cartels active in the region,                                               vi. The federal police will be assisted by 30 Bell 206 helicopters equipped with powerful searchlights and specialised transport vehicles that allow the feds to travel around quickly. The vehicles will contain weapons for the feds (MP5K, MP5A3, MP7, M16A2 and Glock 18) and appropriate investigation tools. (fingerprint search, torches, biochemical testing apparatus, etc…);

2. Requests that the Mexican law enforcement agencies and the Mexican military to reinforce the border and protect American lives in Mexico, carrying out the following tasks:      a. Reinforce the security at the Mexican-United States border by doing the following actions:           i. Create a Border Patrol contingency of 600 soldiers, 200 Marines and 2,800 armed police force stationing at all border checkpoints. This will provide additional security to the previously stated directive to boost border security and check vehicles. They will be supervised by a Lieutenant Colonel and a Police Chief Inspector. The soldiers and police will be supported by:                   1. 5 additional UH-60 Black Hawk helicopters with a 4-man armed crew, M134 minigun and searchlights,                   2. 50 utility police Bell 206 helicopters equipped with searchlights that will be on standby to support the Black Hawk squadron if needed,                   3. The armed police force will wear NIJ Class II ballistic vests and be armed with an M16A2 rifle, FX-05 rifle or MP5A3 submachine gun. Sidearm will remain the Beretta 92 or Glock series pistol,                   4. Utility and armored vehicles to support their movements, which will be as follows:                                 a. 200 Humvees to transport soldiers and Marines,                                 b. 50 Panhard VBL all-terrain vehicle to be stationed in areas where the terrain is rough (mountains, sand dunes),                                 c. 50 Oshkosh Sand Cat all-terrain vehicles to help troops move throughout the desert,                                 d. 700 standard-issued police Ford F-150 vehicles armed with either the FN Minimi Mk 3 or M249 SAW, which is the standard operational procedure for the police tactical units,           ii. Have the border patrol contingency carry out the following mandate:                   1. Check every vehicle entering the US from Mexico for traces of narcotics or illegal substances using K9 dogs or physical searches of tires, bonnets, boot, under the seats, hidden under a truck’s cargo, gas cans and other known means of transporting drugs by cartels. Any illegal shipments of narcotics will be seized by the police,                   2. In remote desert areas, conduct reconnaissance operations on Sand Cat vehicles to search for illegal smuggling tunnels using Mexican Marines and armed police unit. Upon finding it, the police and Marines will neutralise the traffickers if they put up resistance or apprehend them if they surrender and place the trafficked people into police custody,                   3. Have the military and Marines on standby in guardhouses monitoring each vehicle for possible cartel members (racial profiling and stereotyping). The military has the authority to pull out a random suspect and conduct a body search if they feel suspicious,                    4. Be on very high alert for threats of attack by cartel members. They have full authority to use deadly force if they feel like an imminent attack is about to happen,      b. Protect the lives of American expatriates and other nationalities residing in Mexico by carrying out the following:           i. Requests the Federal Police and State Police to have both plain-clothed police officers and regular police officers with arms to increase their presence in areas where expats live across 32 states of Mexico. They will monitor the area for possible instances of danger and have the authority to detain a random member of the public for a body search,           ii. Have the police stations on high alert where they could be scrambled at a moment’s notice to respond to a 911 call or emergency dispatch call for backup,           iii. Extend the mandate of the Mexican military force already deployed on the streets of Mexico to provide armed security to the public, who will either neutralize or disable the following:                   1. Vehicles targeting a crowd (by shooting the vehicle),                   2. Armed men on the streets without proper identification,                   3. Any person caught assaulting a law enforcement member, a soldier or member of the public,           iv. Dispatch a 20-men strong military contingency to be placed at every United States Consulate in Mexico, with a 50-men strong military contingency for the Consulate General in Chihuahua and a 100-men strong military contingency for the US Embassy in Mexico City. These soldiers can either be from the Mexican Army or Mexican Marines. They will provide armed protection for the US diplomatic mission and if a state of emergency is raised, will be authorised to escort US diplomatic cars traveling around. This is only granted for the US diplomatic mission,           v. Requests that US federal agents staying in Mexico keep in close contact with the Mexican feds and the Mexican military in order to get immediate extraction or assistance if they risk being harmed or exposed in their line of duty;

3. Provides mental assistance and counselling to the Mexican families of those who lost their loved ones in the attack. For the United States citizens that were vanished, promise to bring them back home safely at all costs by:      a. Launching a nation wide investigation campaign in order to search for the identity of the missing American citizens, where ‘Missing Person’ posters will be distributed as well as on the radio, television and media,       b. Form a federal police task force in order to cooperate with the United States (if necessary) in order to obtain an alibi of their citizens,      c. Form a 500-men strong police task force, who will be plain clothed dressing as civilians. They will conduct reconnaissance operations, participate in monitoring radio and internet traffic as well as wiretapping operations in order to search for any mention of the missing person. The plain-clothed officers will conduct reconnaissance operations with assistance from the Mexican Navy Special Forces (FES) in order to conduct their operations without being exposed;

4. Reinforces the transparency and consistency of intel within the Mexican government to avoid contradiction within our own people and prevent leaking confidential nor unwanted information to outsiders, by means of but not limited to:      a. Release domestic press releases notifying all government officials about the details of the incident,      b. Conduct meetings to clarify the information,      c. Set up binding contracts for all government officials to sign to ensure confidentiality.

[robertkstone]

Feature Flashback: Comparing the Chevy K5 Blazer to the Ford Bronco and AMC Jeepster Commando in 1971

On the occasion of our latest Big Test, wherein we take five jumbo-utes out into the desert scrub for some recreational off-roading, let’s also look back almost 47 years to a similar adventure that rounded up what were then the three leading progenitors of the yet to be named “sport-utility” class—the Chevy K5 Blazer, Ford Bronco, and AMC Jeepster Commando—to examine what we referred to then as “The Great RV Binge.” “Muscle Cars are out and Recreational Vehicles are in,” proclaimed author Chuck Koch. In support of this assertion he cited a 700 percent increase in sales of these off-road “RVs” since 1961, which he attributed to the fact that “it is simply no longer fun to drive in most metropolitan areas throughout the country.” His muscle car death rumor turned out to be highly exaggerated, and the SUV craze wouldn’t hit in earnest for another quarter century, but let’s have a look back at the state of this vehicular art circa 1971.

The Over/Under on Leaf Springs

Every one of these “RVs” sports a good ol’ fashioned live axle at both ends—a concept unimaginable today in anything short of the heaviest-duty pickups. Two of them also use primitive but sturdy ox-cart-proven leaf springs at both ends—an approach even the HD pickups have abandoned. Note that the Chevy Blazer’s front leaves are mounted above the axle, affording far greater ground clearance than in the Jeepster, which features “underslung” leaves mounted below the axle. From these shots we can also see that the Jeepster steers from the front, but the Blazer has a rear-steer setup with a drag link in front. Interestingly, although I can’t see it in this shot, Koch says the Jeepster uses an anti-roll bar in front—a rarity with leaf springs.

Bronco Bucks Trend with Front Coils

Ford’s Bronco fitted far more modern coil springs to the front of the Bronco, located by leading arms with a Panhard rod providing lateral location. Note that the front steering setup involves a steering damper—perhaps useful for preventing thumb sprains during rock crawling—and a steering link paralleling the Panhard rod.

Recreational Vehicles In/On RVs

Our modern-day evaluation crew stayed in hotels during their “adventure,” but our predecessors “roughed it” in the desert and enjoyed some two-wheeled off-roading, as well. “To go off-roading you need certain logistical support equipment. Sleeping bags, stoves, coolers, gasoline cans, and bikes—two from American Honda and one from Yamaha International. By the time we hat hit a few rocks and ruts, it became apparent that if you plan to take bikes, you better take bumper racks on which to mount them. We put the Hondas inside the Blazer, and then watched helplessly as the bikes quickly battered themselves and the vehicle every time any roughness was encountered.”

An All-Out Off-Roader—Chevy!?

“The Blazer was an all-out off-roader, equipped to go anywhere with skid plates, huge 10.00 x 16.5 six-ply tires, heavy-duty suspension and generator, power steering, disc brakes, auxiliary battery, a 3.73:1 axle, tow hooks, and free running front hubs. It cost more than the other cars [$5,560.10] and really must be considered apart from the others. The Blazer was so well adapted to its purpose that we spent most of the time in two-wheel high with an occasional stint into four-wheel high and a very short period while descending a rather precipitous trail when we shifted to four-wheel-low for safety. It was a most impressive experience.”

A Pioneer—the Bronco

“Perhaps best known among 4WD vehicles, for its record-setting performances in the Baja, is Ford’s Bronco. In its way, the Bronco is a pioneer among 4WD vehicles in that it introduced V-8 power to the species and our test car was equipped with the 302 2-bbl engine. The car also had free-running front hubs, limited slip front axle and a traction-lok rear axle. Other specialized off-road items included skid plates, auxiliary gas tank, a heavy-duty cooling package, and tube-type 6.50 x 16.6 ply rated tires. In test form, the Bronco priced out at $4,125.13.” For you young ’uns, the free-running hubs of which he speaks were a means of disconnecting the axles from the wheels when running in rear-drive mode. This prevented wear, but if you forgot to lock them before you hit the mud, it could be difficult to engage them afterward.

The Jeepster—No Rough Off-Roader!?

Here’s a historical anomaly: a Jeep that was not the de facto off-road champ. “Although the name Jeep is synonymous with four-wheel drive, the Jeepster Commando was more of a combination street/dirt car, not really suited for really rough off-roading. Its suspension is too soft and ground clearance not sufficient to surmount large obstacles. The Jeepster also lacked sufficient ground clearance and the protective skid plates (which resulted in a few dents to the gas tank). Of the three vehicles on the trip, the Jeepster was the only one to get stuck, although for a very short period. Again, insufficient ground clearance was the villain. The Jeepster’s price came to $4,659.56.”

Interior Issues

“Adequate passenger comfort is also important to the off-roader since rough country can lead to driver fatigue and here the Blazer won out. It bucket seats were very good, providing excellent lateral support and just enough padding to absorb blows to the rump. Legroom was sufficient and arm room adequate despite a huge steering wheel that stared you in the face. The Jeepster rates second, again on the strength of its comfortable bucket seat, but legroom was lacking and occasionally the car’s rocking motion would cause a leg to sharply strike the steering column. Bench seats, totally inadequate legroom and a generally awkward driving position relegate the Bronco to last place in comfort. Perhaps the wagon version improves on this situation—we would hope so—but some advancement is definitely needed in this area.”

Size Matters

“As great as the Blazer is, it does have its drawbacks and these concern the car’s dimensions. The wheelbase strikes us as being on the upper limits of what you’d want for serious off-roading. While the length is nice for traveling over ruts, tending to smooth out the ride, it can get you in trouble when encountering steep rock climbs. The front wheels will make it up with no problem, but the frame can get hung up since the rear wheels are so far back. On the other hand, a short wheelbase, like the Bronco’s 92 inches, will imply bounce over the rock without getting stuck. With a medium-length wheelbase, 101 inches, and a narrow width, 65.2 inches, the Jeepster was maneuvered fairly easily; but when in rocky country more often than not the suspension would bottom out, slamming the unprotected gas tank down on some awaiting boulder.”

Moar Power!

“Standard engine in the Blazer is the 307 V-8 but ours had the 350 two-barrel, which runs on low lead gas and produces 245 hp at 4,800 rpm. Next in performance was the Bronco, not set up a nicely as the Blazer but its power, 205 hp at 4,000 rpm, was enough to pull it through without too much trouble. Despite its rather calm personality, the Jeepster had a rugged OHV V-6 engine with a four-main-bearing crankshaft. This motor is extremely light, to save front suspension wear, yet very durable and fairly powerful; displacing 225 cubic inches and producing 160 hp at 4,200 rpm. While the engine tended to strain traversing steep inclines, we could not fault the 13.5 mpg fuel economy.”

Two Pedals are Better than Three

“In addition to its superior power, the Blazer was also equipped with an automatic transmission, a decided advantage over the Bronco. Now, don’t get us wrong. We like to shift gears as much as the next guy, but when you’re in deep sand, a manual shift is about the last thing you want and it is a shame that Ford has yet to offer an automatic in the Bronco, except in the expensive Baja version. The reason behind the automatic’s superiority is in its torque converter, which more than doubles the low range torque production of the engine. This allows the driver to more precisely control the amount of power delivered to the wheels, making it possible to turn them without losing traction and digging a hole in the sand. The only way to approximate this process with a manual shift is to slip the clutch and this, naturally, reduces clutch life and does not guarantee full traction on starting. With the automatic it’s just a matter of gently stepping on the accelerator and gradually applying pressure as you begin to move to multiply torque while the manual requires engaging the clutch, adding power, and finally hoping that those shovels you packed won’t have to be used.”

The Conclusions?

“In our little contest the Blazer wins bands down, with the Bronco a distant second. Both are decent off-road vehicles and while the Ford requires improvement in several important areas, Chevrolet seems to have the inside track on what it takes to achieve its purpose, with a smattering of style. The Jeepster needs to decide whether it wants to be a street automobile or an off-road machine. In its present, compromise configuration it is not really well suited to either. But no matter what we have said about these three particular vehicles, one inescapable fact remains: off-road driving is fun and exciting. If we came away with any definitive statement after our three-day desert bash it was, if you want to escape the pressure of the civilization, off-roading is the way to do it. No other means we know of allows you to reach the ‘way back’ country, free of smog and urban congestion, in the relative comfort of an automobile seat. Now we know why recreational vehicles are so popular, but we wonder how long it will last. After all, there’s only so much open land left.”

The post Feature Flashback: Comparing the Chevy K5 Blazer to the Ford Bronco and AMC Jeepster Commando in 1971 appeared first on Motor Trend.

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[jonathanbelloblog]

Peugeot, Citroen, Opel, and Vauxhall in the U.S.

It’s difficult to picture the struggles of the post-World War II European automotive market now, but at the time, recovering manufacturers considered import to the U.S. necessary to survive. Virtually every European brand, from Armstrong-Siddeley to Wartburg tried to make it here. Only a few thrived. The brands of PSA Peugeot Citroen are not among them. Which is most likely to return? Their histories here provide few clues.

Peugeot

The Peugeot family began manufacturing with a cotton mill in the 18th Century, says “The Standard Catalog of Imported Cars, 1946-2002,” citing another book, “World Guide to Automobile Manufacturers.” The Peugeot family began bicycle production in 1885, and built four gasoline-powered automobiles starting in 1889.

Peugeot imported automobiles to the U.S. from late 1958 to August 1991. It acquired Citroen from Michelin in 1976, then bought all of Chrysler’s European operations in 1978, renaming itself Talbot until 1980, when it became Peugeot S.A.

In late 1958, you could buy a new Peugeot 403 four-door sedan in the U.S. for $2,245-$2,295 on the West Coast, or $2,215 on the Gulf Coast, according to the “Standard Catalog.” Peugeot peaked at 20,007 cars sold here in 1984. By August of 1991 however, it had sold just 2,223 cars calendar year to-date, among a relatively hefty 151 dealers in the U.S.

Citroen

Founded in 1919 and on the brink of bankruptcy a decade-and-a-half later, Citroen was sold to Michelin in 1934 at the strong behest of the French government. France embraces Citroen design and innovation as the embodiment of the country’s culture.

Citroen sold “approximately 10 cars” in the U.S. in 1949, according to the “Standard Catalog,” then 13 in 1950, five in ’51, 11 in ’52 and 40 in ’53. Citroens were officially sold in the U.S. through 1975, ending with the Maserati-powered SM coupe and coinciding with Michelin’s sale of the company to Peugeot.

“Standard Catalog” does not list U.S. sales for every year here from 1949 to 1975, though in 1958, after the advent of the DS model, sales had climbed to 1,145. Citroen sold 2,364 in 1959, and “approximately 2,000” in 1963. By 1964, the catalog says, “Citroen had about 170 dealers in the U.S.” Two years later, Citroen acquired another storied French automaker, Panhard.

The “Standard Catalog” notes there were rumors throughout the 1990s that Citroen would soon return to the U.S. market. It hasn’t, so far.

Opel

General Motors bought 80 percent of Opel in 1929, then the remaining 20 percent in 1931, and sold it with Vauxhall to PSA in 2017. Founded in 1862 to make sewing machines, Opel was ranked the largest bike manufacturer in the world by the late 1920s before selling that part of its business to NSU in 1936. Its first car was the Opel-Lutzmann of 1898, then shortly after, Opel-Darracqs. Opel built GM’s first unibody car, the Olympia, in 1935.

GM’s Buick Motor Division began importing Opels to the U.S. in late ’57 for the 1958 model year, though Vaughn Imported Cars of New York City brought the brand in from 1953-57, according to “Standard Catalog.” The 1.0-liter-powered Kadett began import to the U.S. in 1962, though no Opels were shipped here in 1963 thanks to inter-showroom competition with the compact/midsize Buick Special. Opel sales in the U.S. peaked at 93,520 in calendar year 1969, including 11,880 two-seat GTs.

While top-trim Opel Senators competed with Audis and even BMWs in Germany in the 1970s, Buick switched to Japanese-produced models in 1976, marketed as “Opel by Isuzu.” A short while later, it was badged “Buick Opel,” and then left the U.S. market after 1978.

Vauxhall

The British brand began building boats, then, in 1903, cars. Due to what “Standard Catalog” calls “financial ills,” Vauxhall was sold to GM in 1925. The 1932 Vauxhall Cadet came with what the catalog says was the first synchronized gearbox, and in 1938, the Vauxhall Ten sedan was built with unibody construction. After WWII, the six-cylinder 1955 Cresta, featuring a wraparound windshield, brought deluxe American style to the recovering British market.

We didn’t get that model in the U.S. Instead, GM sold the compact Vauxhall Victor in Pontiac dealerships here from 1958 to 1962. A four-door sedan was $1,988 at port-of-entry, and a four-door wagon was $2,400 according to “Standard Catalog,” which did not publish U.S. sales numbers. Like Opel and the Buick Special, Pontiac dealers apparently didn’t want the Vauxhall Victor to compete with its Tempest compact introduced for 1961. Some ’62-model Victors were sold into the 1963 calendar year as leftovers, according to the catalog.

A year later, the 1964 Vauxhall Viva launched. It was a badge-engineered, right-hand-drive second-generation Opel Kadett, and marked the beginning of the end of Vauxhall as a GM brand with Vauxhall-distinct models.

(SOURCE: “Standard Catalog of Imported Cars 1946-2002” Second Edition, updated by Mike Covello. Published by Krause Publications, Iola, Wisconsin.)

OUR PICK: Citroen

Though it’s just one “e” and an umlaut from the French word for “lemon,” Citroen is the obvious choice for PSA’s return to the United States. Citroens have shared platforms with Peugeot for decades, but after 20-some years of rather boring, look-alike models between the two, Citroen has broken free with the most daring designs from any mainstream, commodity nameplate.

While the luxury subbrand DS takes its name from the revolutionary Citroen sedan of 1955, Citroen doesn’t need that name to sell its own cars with high trim levels here. Like Mini—or Volvo, which has moved steadily upmarket during the last three decades—Citroen can re-launch here as a premium brand commanding relatively high margins at low sales volumes and be successful.

The Citroen C3 compact picks up where the Mini Cooper left off, with premium, avant-garde styling and a wide array of personalized color and trim options. The C4 Cactus is a funky looking crossover, roughly similar to the popular Subaru Crosstrek in size and layout, but with soft exterior door panels that serve as both a remedy against parking lot dings and a design motif. The C4 Aircross is a much more conventional looking, compact sport/utility vehicle that would shore up the U.S. market effort.

All three will be redesigned, if not replaced with something all new by the time they’re ready for import here. PSA is designing all future platforms to be “protected” to meet U.S. safety, crash and emissions standards, North American chief Larry Dominique says. It’s clear that all next-generation Peugeot, Citroen, DS, Opel and Vauxhall models will share common platforms, generally in the subcompact, compact and midsize car and SUV categories, plus delivery vans.

This will cut cost-per-car by 700 euro (US$812) by 2020, PSA CEO Carlos Tavares said in Opel’s hometown of Russelsheim, Germany, according to a report in Bloomberg. There’s already a common platform head start—GM and PSA established an alliance in 2012, five years before the French automaker bought Opel/Vauxhall.

A bit further out, Tavares says, Opel will offer electric and hybrid powertrains through its entire lineup by 2024. The key words here are “and hybrid powertrains,” which means that anything with a conventional internal combustion engine could be available with hybrid, or plug-in hybrid power. With all the brands on a common set of platforms by then, Citroen, or any of the other brands, could offer hybrids or full EV models in its U.S. lineup.

[cleverwordsandotherstuffilike]

What Year Was This Invented?

Adrenaline: (isolation of) John Jacob Abel, U.S., 1897.

Aerosol can: Erik Rotheim, Norway, 1926.

Air brake: George Westinghouse, U.S., 1868.

Air conditioning: Willis Carrier, U.S., 1911.

Airship: (non-rigid) Henri Giffard, France, 1852; (rigid) Ferdinand von Zeppelin, Germany, 1900.

ALS: NE1 Gene link to ALS - Landers and Jan Veldink of University Medical Center Utrecht led the study involving 11 countries, 2016

Aluminum manufacture: (by electrolytic action) Charles M. Hall, U.S., 1866.

Anatomy, human: (De fabrica corporis humani, an illustrated systematic study of the human body) Andreas Vesalius, Belgium, 1543; (comparative: parts of an organism are correlated to the functioning whole) Georges Cuvier, France, 1799–1805.

Anesthetic: (first use of anesthetic—ether—on humans) Crawford W. Long, U.S., 1842.

Antibiotics: (first demonstration of antibiotic effect) Louis Pasteur, Jules-François Joubert, France, 1887; (discovery of penicillin, first modern antibiotic) Alexander Fleming, England, 1928; (penicillin’s infection-fighting properties) Howard Florey, Ernst Chain, England, 1940.

Antiseptic: (surgery) Joseph Lister, England, 1867.

Antitoxin, diphtheria: Emil von Behring, Germany, 1890.

Appliances, electric: (fan) Schuyler Wheeler, U.S., 1882; (flatiron) Henry W. Seely, U.S., 1882; (stove) Hadaway, U.S., 1896; (washing machine) Alva Fisher, U.S., 1906.

Aqualung: Jacques-Yves Cousteau, Emile Gagnan, France, 1943.

Aspirin: Dr. Felix Hoffman, Germany, 1899.

Astronomical calculator: The Antikythera device, first century B.C., Greece. Found off island of Antikythera in 1900.

Atom: (nuclear model of) Ernest Rutherford, England, 1911.

Atomic theory: (ancient) Leucippus, Democritus, Greece, c. 500 B.C.; Lucretius, Rome c.100 B.C.; (modern) John Dalton, England, 1808.

Atomic structure: (formulated nuclear model of atom, Rutherford model) Ernest Rutherford, England, 1911; (proposed current concept of atomic structure, the Bohr model) Niels Bohr, Denmark, 1913.

Automobile: (first with internal combustion engine, 250 rpm) Karl Benz, Germany, 1885; (first with practical high-speed internal combustion engine, 900 rpm) Gottlieb Daimler, Germany, 1885; (first true automobile, not carriage with motor) René Panhard, Emile Lavassor, France, 1891; (carburetor, spray) Charles E. Duryea, U.S., 1892.

Automated Teller Machine (ATM): Long Island Branch of Chemical Bank

Autopilot: (for aircraft) Elmer A. Sperry, U.S., c.1910, first successful test, 1912, in a Curtiss flying boat.

Avogadro’s law: (equal volumes of all gases at the same temperature and pressure contain equal number of molecules) Amedeo Avogadro, Italy, 1811.

Bacteria: Anton van Leeuwenhoek, The Netherlands, 1683.

Balloon, hot-air: Joseph and Jacques Montgolfier, France, 1783.

Barbed wire: (most popular) Joseph E. Glidden, U.S., 1873.

Bar codes: (computer-scanned binary signal code):

(retail trade use) Monarch Marking, U.S. 1970; (industrial use) Plessey Telecommunications, England, 1970.

Barometer: Evangelista Torricelli, Italy, 1643.

Bicycle: Karl D. von Sauerbronn, Germany, 1816; (first modern model) James Starley, England, 1884.

Big Bang theory: (the universe originated with a huge explosion) George LeMaitre, Belgium, 1927; (modified LeMaitre theory labeled “Big Bang”) George A. Gamow, U.S., 1948; (cosmic microwave background radiation discovered, confirms theory) Arno A. Penzias and Robert W. Wilson, U.S., 1965.

Blackberry, 2002

Blood, circulation of: William Harvey, England, 1628.

Boyle’s law: (relation between pressure and volume in gases) Robert Boyle, Ireland, 1662.

Braille: Louis Braille, France, 1829.

Bridges: (suspension, iron chains) James Finley, Pa., 1800; (wire suspension) Marc Seguin, Lyons, 1825; (truss) Ithiel Town, U.S., 1820.

Bullet: (conical) Claude Minié, France, 1849.

Calculating machine: (logarithms: made multiplying easier and thus calculators practical) John Napier, Scotland, 1614; (slide rule) William Oughtred, England, 1632; (digital calculator) Blaise Pascal, 1642; (multiplication machine) Gottfried Leibniz, Germany, 1671; (important 19th-century contributors to modern machine) Frank S. Baldwin, Jay R. Monroe, Dorr E. Felt, W. T. Ohdner, William Burroughs, all U.S.; (“analytical engine” design, included concepts of programming, taping) Charles Babbage, England, 1835.

Calculus: Isaac Newton, England, 1669; (differential calculus) Gottfried Leibniz, Germany, 1684.

Camera: (hand-held) George Eastman, U.S., 1888; (Polaroid Land) Edwin Land, U.S., 1948.

“Canals” of Mars:Giovanni Schiaparelli, Italy, 1877.

Carpet sweeper: Melville R. Bissell, U.S., 1876.

Car radio: William Lear, Elmer Wavering, U.S., 1929, manufactured by Galvin Manufacturing Co., “Motorola.”

Cells: (word used to describe microscopic examination of cork) Robert Hooke, England, 1665; (theory: cells are common structural and functional unit of all living organisms) Theodor Schwann, Matthias Schleiden, 1838–1839.

Cement, Portland: Joseph Aspdin, England, 1824.

Chewing gum: (spruce-based) John Curtis, U.S., 1848; (chicle-based) Thomas Adams, U.S., 1870.

Cholera bacterium: Robert Koch, Germany, 1883.

Circuit, integrated: (theoretical) G.W.A. Dummer, England, 1952; (phase-shift oscillator) Jack S. Kilby, Texas Instruments, U.S., 1959.

Classification of plants: (first modern, based on comparative study of forms) Andrea Cesalpino, Italy, 1583; (classification of plants and animals by genera and species) Carolus Linnaeus, Sweden, 1737–1753.

Clock, pendulum: Christian Huygens, The Netherlands, 1656.

Coca-Cola: John Pemberton, U.S., 1886.

Combustion: (nature of) Antoine Lavoisier, France, 1777.

Compact disk: RCA, U.S., 1972.

Computers: (first design of analytical engine) Charles Babbage, 1830s; (ENIAC, Electronic Numerical Integrator and Calculator, first all-electronic, completed) 1945; (dedicated at University of Pennsylvania) 1946; (UNIVAC, Universal Automatic Computer, handled both numeric and alphabetic data) 1951.

Computer mouse: Doug Engelbart, 1962

Concrete: (reinforced) Joseph Monier, France, 1877.

Condensed milk: Gail Borden, U.S., 1853.

Conditioned reflex: Ivan Pavlov, Russia, c.1910.

Conservation of electric charge: (the total electric charge of the universe or any closed system is constant) Benjamin Franklin, U.S., 1751–1754.

Contagion theory: (infectious diseases caused by living agent transmitted from person to person) Girolamo Fracastoro, Italy, 1546.

Continental drift theory: (geographer who pieced together continents into a single landmass on maps) Antonio Snider-Pellegrini, France, 1858; (first proposed in lecture) Frank Taylor, U.S.; (first comprehensive detailed theory) Alfred Wegener, Germany, 1912.

Contraceptive, oral: Gregory Pincus, Min Chuch Chang, John Rock, Carl Djerassi, U.S., 1951.

Converter, Bessemer: William Kelly, U.S., 1851.

Cordless Tools, 1961

Cosmetics: Egypt, c. 4000 B.C.

Cosamic string theory: (first postulated) Thomas Kibble, 1976.

Cotton gin: Eli Whitney, U.S., 1793.

Crossbow: China, c. 300 B.C.

Cyclotron: Ernest O. Lawrence, U.S., 1931.

Deuterium: (heavy hydrogen) Harold Urey, U.S., 1931.

Disease: (chemicals in treatment of) crusaded by Philippus Paracelsus, 1527–1541; (germ theory) Louis Pasteur, France, 1862–1877.

DNA: (deoxyribonucleic acid) Friedrich Meischer, Germany, 1869; (determination of double-helical structure) Rosalind Elsie Franklin, F. H. Crick, England, James D. Watson, U.S., 1953.

Dye: (aniline, start of synthetic dye industry) William H. Perkin, England, 1856.

Dynamite: Alfred Nobel, Sweden, 1867.

Ebola Vaccine: Canadian Government, 2016

Electric cooking utensil: (first) patented by St. George Lane-Fox, England, 1874.

Electric generator (dynamo): (laboratory model) Michael Faraday, England, 1832; Joseph Henry, U.S., c.1832; (hand-driven model) Hippolyte Pixii, France, 1833; (alternating-current generator) Nikola Tesla, U.S., 1892.

Electric lamp: (arc lamp) Sir Humphrey Davy, England, 1801; (fluorescent lamp) A.E. Becquerel, France, 1867; (incandescent lamp) Sir Joseph Swann, England, Thomas A. Edison, U.S., contemporaneously, 1870s; (carbon arc street lamp) Charles F. Brush, U.S., 1879; (first widely marketed incandescent lamp) Thomas A. Edison, U.S., 1879; (mercury vapor lamp) Peter Cooper Hewitt, U.S., 1903; (neon lamp) Georges Claude, France, 1911; (tungsten filament) Irving Langmuir, U.S., 1915.

Electrocardiography: Demonstrated by Augustus Waller, 1887; (first practical device for recording activity of heart) Willem Einthoven, 1903, Dutch physiologist.

Electromagnet: William Sturgeon, England, 1823.

Electron: Sir Joseph J. Thompson, England, 1897.

Elevator, passenger: (safety device permitting use by passengers) Elisha G. Otis, U.S., 1852; (elevator utilizing safety device) 1857.

E = mc2: (equivalence of mass and energy) Albert Einstein, Switzerland, 1907.

Engine, internal combustion: No single inventor. Fundamental theory established by Sadi Carnot, France, 1824; (two-stroke) Etienne Lenoir, France, 1860; (ideal operating cycle for four-stroke) Alphonse Beau de Roche, France, 1862; (operating four-stroke) Nikolaus Otto, Germany, 1876; (diesel) Rudolf Diesel, Germany, 1892; (rotary) Felix Wankel, Germany, 1956.

Evolution: (organic) Jean-Baptiste Lamarck, France, 1809; (by natural selection) Charles Darwin, England, 1859.

Exclusion principle: (no two electrons in an atom can occupy the same energy level) Wolfgang Pauli, Germany, 1925.

Expanding universe theory: (first proposed) George LeMaitre, Belgium, 1927; (discovered first direct evidence that the universe is expanding) Edwin P. Hubble, U.S., 1929; (Hubble constant: a measure of the rate at which the universe is expanding) Edwin P. Hubble, U.S., 1929.

Falling bodies, law of: Galileo Galilei, Italy, 1590.

Fermentation: (microorganisms as cause of) Louis Pasteur, France, c.1860.

Fiber optics: Narinder Kapany, England, 1955.

Fibers, man-made: (nitrocellulose fibers treated to change flammable nitrocellulose to harmless cellulose, precursor of rayon) Sir Joseph Swann, England, 1883; (rayon) Count Hilaire de Chardonnet, France, 1889; (Celanese) Henry and Camille Dreyfuss, U.S., England, 1921; (research on polyesters and polyamides, basis for modern man-made fibers) U.S., England, Germany, 1930s; (nylon) Wallace H. Carothers, U.S., 1935.

Frozen food: Clarence Birdseye, U.S., 1924.

Gene transfer: (human) Steven Rosenberg, R. Michael Blaese, W. French Anderson, U.S., 1989.

Geometry, elements of: Euclid, Alexandria, Egypt, c. 300 B.C.; (analytic) René Descartes, France; and Pierre de Fermat, Switzerland, 1637.

Gravitation, law of: Sir Isaac Newton, England, c.1665 (published 1687).

Gunpowder: China, c.700.

Gyrocompass: Elmer A. Sperry, U.S., 1905.

Gyroscope: Léon Foucault, France, 1852.

Halley’s Comet: Edmund Halley, England, 1705.

Heart implanted in human, permanent artificial:Dr. Robert Jarvik, U.S., 1982.

Heart, temporary artificial: Willem Kolft, 1957.

Helicopter: (double rotor) Heinrich Focke, Germany, 1936; (single rotor) Igor Sikorsky, U.S., 1939.

Helium first observed on sun: Sir Joseph Lockyer, England, 1868.

Heredity, laws of: Gregor Mendel, Austria, 1865.

Holograph: Dennis Gabor, England, 1947.

Home videotape systems (VCR): (Betamax) Sony, Japan, 1975; (VHS) Matsushita, Japan, 1975.

Ice age theory: Louis Agassiz, Swiss-American, 1840.

Induction, electric: Joseph Henry, U.S., 1828.

Insulin: (first isolated) Sir Frederick G. Banting and Charles H. Best, Canada, 1921; (discovery first published) Banting and Best, 1922; (Nobel Prize awarded for purification for use in humans) John Macleod and Banting, 1923; (first synthesized), China, 1966.

Intelligence testing: Alfred Binet, Theodore Simon, France, 1905.

Interferon: Alick Isaacs, Jean Lindemann, England, Switzerland, 1957.

iPhone, 2007

iPod, 2001

Isotopes: (concept of) Frederick Soddy, England, 1912; (stable isotopes) J. J. Thompson, England, 1913; (existence demonstrated by mass spectrography) Francis W. Ashton, 1919.

Jet propulsion: (engine) Sir Frank Whittle, England, Hans von Ohain, Germany, 1936; (aircraft) Heinkel He 178, 1939.

Kinetic theory of gases: (molecules of a gas are in a state of rapid motion) Daniel Bernoulli, Switzerland, 1738.

Laser: (theoretical work on) Charles H. Townes, Arthur L. Schawlow, U.S., N. Basov, A. Prokhorov, U.S.S.R., 1958; (first working model) T. H. Maiman, U.S., 1960.

Lawn mower: Edwin Budding, John Ferrabee, England, 1830–1831.

LCD (liquid crystal display): Hoffmann-La Roche, Switzerland, 1970.

Lens, bifocal: Benjamin Franklin, U.S., c.1760.

Leyden jar: (prototype electrical condenser) Canon E. G. von Kleist of Kamin, Pomerania, 1745; independently evolved by Cunaeus and P. van Musschenbroek, University of Leyden, Holland, 1746, from where name originated.

Light, nature of: (wave theory) Christian Huygens, The Netherlands, 1678; (electromagnetic theory) James Clerk Maxwell, England, 1873.

Light, speed of: (theory that light has finite velocity) Olaus Roemer, Denmark, 1675.

Lightning rod: Benjamin Franklin, U.S., 1752.

Locomotive: (steam powered) Richard Trevithick, England, 1804; (first practical, due to multiple-fire-tube boiler) George Stephenson, England, 1829; (largest steam-powered) Union Pacific’s “Big Boy,” U.S., 1941.

Lock, cylinder: Linus Yale, U.S., 1851.

Loom: (horizontal, two-beamed) Egypt, c. 4400 B.C.; (Jacquard drawloom, pattern controlled by punch cards) Jacques de Vaucanson, France, 1745, Joseph-Marie Jacquard, 1801; (flying shuttle) John Kay, England, 1733; (power-driven loom) Edmund Cartwright, England, 1785.

Machine gun: (hand-cranked multibarrel) Richard J. Gatling, U.S., 1862; (practical single barrel, belt-fed) Hiram S. Maxim, Anglo-American, 1884.

Magnet, Earth is: William Gilbert, England, 1600.

Magnetic Resonance Imaging (MRI): Inventor not established, 1973

Match: (phosphorus) François Derosne, France, 1816; (friction) Charles Sauria, France, 1831; (safety) J. E. Lundstrom, Sweden, 1855.

Measles vaccine: John F. Enders, Thomas Peebles, U.S., 1953.

Metric system: revolutionary government of France, 1790–1801.

Microphone: Charles Wheatstone, England, 1827.

Microscope: (compound) Zacharias Janssen, The Netherlands, 1590; (electron) Vladimir Zworykin et al., U.S., Canada, Germany, 1932–1939.

Microwave oven: Percy Spencer, U.S., 1947.

Motion, laws of: Isaac Newton, England, 1687.

Motion pictures: Thomas A. Edison, U.S., 1893.

Motion pictures, sound: Product of various inventions. First picture with synchronized musical score: Don Juan, 1926; with spoken dialogue: The Jazz Singer, 1927; both Warner Bros.

Motor, electric: Michael Faraday, England, 1822; (alternating-current) Nikola Tesla, U.S., 1892.

Motorcycle: (motor tricycle) Edward Butler, England, 1884; (gasoline-engine motorcycle) Gottlieb Daimler, Germany, 1885.

Moving assembly line: Henry Ford, U.S., 1913.

Multiple Sclerosis genetic link: University of British Columbia, 2016

Music synthesizer: Robert Moog, 1964

Neptune: (discovery of) Johann Galle, Germany, 1846.

Neptunium: (first transuranic element, synthesis of) Edward M. McMillan, Philip H. Abelson, U.S., 1940.

Neutron: James Chadwick, England, 1932.

Neutron-induced radiation: Enrico Fermi et al., Italy, 1934.

Nitroglycerin: Ascanio Sobrero, Italy, 1846.

Nuclear fission: Otto Hahn, Fritz Strassmann, Germany, 1938.

Nuclear reactor: Enrico Fermi, Italy, et al., 1942.

Ohm’s law: (relationship between strength of electric current, electromotive force, and circuit resistance) Georg S. Ohm, Germany, 1827.

Oil well: Edwin L. Drake, U.S., 1859.

Oxygen: (isolation of) Joseph Priestley, 1774; Carl Scheele, 1773.

Ozone: Christian Schönbein, Germany, 1839.

Pacemaker: (internal) Clarence W. Lillehie, Earl Bakk, U.S., 1957.

Paper China, c.100 A.D.

Parachute: Louis S. Lenormand, France, 1783.

Pen: (fountain) Lewis E. Waterman, U.S., 1884; (ball-point, for marking on rough surfaces) John H. Loud, U.S., 1888; (ball-point, for handwriting) Lazlo Biro, Argentina, 1944.

Periodic law: (that properties of elements are functions of their atomic weights) Dmitri Mendeleev, Russia, 1869.

Periodic table: (arrangement of chemical elements based on periodic law) Dmitri Mendeleev, Russia, 1869.

Phonograph: Thomas A. Edison, U.S., 1877.

Photography: (first paper negative, first photograph, on metal) Joseph Nicéphore Niepce, France, 1816–1827; (discovery of fixative powers of hyposulfite of soda) Sir John Herschel, England, 1819; (first direct positive image on silver plate, the daguerreotype) Louis Daguerre, based on work with Niepce, France, 1839; (first paper negative from which a number of positive prints could be made) William Talbot, England, 1841. Work of these four men, taken together, forms basis for all modern photography. (First color images) Alexandre Becquerel, Claude Niepce de Saint-Victor, France, 1848–1860; (commercial color film with three emulsion layers, Kodachrome) U.S., 1935.

Photovoltaic effect: (light falling on certain materials can produce electricity) Edmund Becquerel, France, 1839.

Piano: (Hammerklavier) Bartolommeo Cristofori, Italy, 1709; (pianoforte with sustaining and damper pedals) John Broadwood, England, 1873.

Planetary motion, laws of: Johannes Kepler, Germany, 1609, 1619.

Plant respiration and photosynthesis: Jan Ingenhousz, Holland, 1779.

Plastics: (first material, nitrocellulose softened by vegetable oil, camphor, precursor to Celluloid) Alexander Parkes, England, 1855; (Celluloid, involving recognition of vital effect of camphor) John W. Hyatt, U.S., 1869; (Bakelite, first completely synthetic plastic) Leo H. Baekeland, U.S., 1910; (theoretical background of macromolecules and process of polymerization on which modern plastics industry rests) Hermann Staudinger, Germany, 1922.

Plate tectonics: Alfred Wegener, Germany, 1912–1915.

Plow, forked: Mesopotamia, before 3000 B.C.

Plutonium, synthesis of: Glenn T. Seaborg, Edwin M. McMillan, Arthur C. Wahl, Joseph W. Kennedy, U.S., 1941.

Polio, vaccine: (experimentally safe dead-virus vaccine) Jonas E. Salk, U.S., 1952; (effective large-scale field trials) 1954; (officially approved) 1955; (safe oral live-virus vaccine developed) Albert B. Sabin, U.S., 1954; (available in the U.S.) 1960.

Positron: Carl D. Anderson, U.S., 1932.

Pressure cooker: (early version) Denis Papin, France, 1679.

Printing: (block) Japan, c.700; (movable type) Korea, c.1400; Johann Gutenberg, Germany, c.1450 (lithography, offset) Aloys Senefelder, Germany, 1796; (rotary press) Richard Hoe, U.S., 1844; (linotype) Ottmar Mergenthaler, U.S., 1884.

Probability theory: René Descartes, France; and Pierre de Fermat, Switzerland, 1654.

Proton: Ernest Rutherford, England, 1919.

Prozac: (antidepressant fluoxetine) Bryan B. Malloy, Scotland, and Klaus K. Schmiegel, U.S., 1972; (released for use in U.S.) Eli Lilly & Company, 1987.

Psychoanalysis: Sigmund Freud, Austria, c.1904.

Pulsars: Antony Hewish and Jocelyn Bell Burnel, England, 1967.

Quantum theory: (general) Max Planck, Germany, 1900; (sub-atomic) Niels Bohr, Denmark, 1913; (quantum mechanics) Werner Heisenberg, Erwin Schrödinger, Germany, 1925.

Quarks: Jerome Friedman, Henry Kendall, Richard Taylor, U.S., 1967.

Quasars: Marten Schmidt, U.S., 1963.

Rabies immunization: Louis Pasteur, France, 1885.

Radar: (limited to one-mile range) Christian Hulsmeyer, Germany, 1904; (pulse modulation, used for measuring height of ionosphere) Gregory Breit, Merle Tuve, U.S., 1925; (first practical radar—radio detection and ranging) Sir Robert Watson-Watt, England, 1934–1935.

Radio: (electromagnetism, theory of) James Clerk Maxwell, England, 1873; (spark coil, generator of electromagnetic waves) Heinrich Hertz, Germany, 1886; (first practical system of wireless telegraphy) Guglielmo Marconi, Italy, 1895; (first long-distance telegraphic radio signal sent across the Atlantic) Marconi, 1901; (vacuum electron tube, basis for radio telephony) Sir John Fleming, England, 1904; (triode amplifying tube) Lee de Forest, U.S., 1906; (regenerative circuit, allowing long-distance sound reception) Edwin H. Armstrong, U.S., 1912; (frequency modulation—FM) Edwin H. Armstrong, U.S., 1933.

Radioactivity: (X-rays) Wilhelm K. Roentgen, Germany, 1895; (radioactivity of uranium) Henri Becquerel, France, 1896; (radioactive elements, radium and polonium in uranium ore) Marie Sklodowska-Curie, Pierre Curie, France, 1898; (classification of alpha and beta particle radiation) Pierre Curie, France, 1900; (gamma radiation) Paul-Ulrich Villard, France, 1900.

Radiocarbon dating, carbon-14 method: (discovered) 1947, Willard F. Libby, U.S.; (first demonstrated) U.S., 1950.

Radio signals, extraterrestrial: first known radio noise signals were received by U.S. engineer, Karl Jansky, originating from the Galactic Center, 1931.

Radio waves: (cosmic sources, led to radio astronomy) Karl Jansky, U.S., 1932.

Razor: (safety, successfully marketed) King Gillette, U.S., 1901; (electric) Jacob Schick, U.S., 1928, 1931.

Reaper: Cyrus McCormick, U.S., 1834.

Refrigerator: Alexander Twining, U.S., James Harrison, Australia, 1850; (first with a compressor device) the Domelse, Chicago, U.S., 1913.

Refrigerator ship: (first) the Frigorifique, cooling unit designed by Charles Teller, France, 1877.

Relativity: (special and general theories of) Albert Einstein, Switzerland, Germany, U.S., 1905–1953.

Revolver: Samuel Colt, U.S., 1835.

Richter scale: Charles F. Richter, U.S., 1935.

Rifle: (muzzle-loaded) Italy, Germany, c.1475; (breech-loaded) England, France, Germany, U.S., c.1866; (bolt-action) Paul von Mauser, Germany, 1889; (automatic) John Browning, U.S., 1918.

Rocket: (liquid-fueled) Robert Goddard, U.S., 1926.

Roller bearing: (wooden for cartwheel) Germany or France, c.100 B.C.

Rotation of Earth: Jean Bernard Foucault, France, 1851.

Royal Observatory, Greenwich: established in 1675 by Charles II of England; John Flamsteed first Astronomer Royal.

Rubber: (vulcanization process) Charles Goodyear, U.S., 1839.

Saccharin: Constantine Fuhlberg, Ira Remsen, U.S., 1879.

Safety pin: Walter Hunt, U.S., 1849.

Saturn, ring around: Christian Huygens, The Netherlands, 1659.

“Scotch” tape:Richard Drew, U.S., 1929.

Screw propeller: Sir Francis P. Smith, England, 1836; John Ericsson, England, worked independently of and simultaneously with Smith, 1837.

Seismograph: (first accurate) John Milne, England, 1880.

Sewing machine: Elias Howe, U.S., 1846; (continuous stitch) Isaac Singer, U.S., 1851. 

Smoke detector: Randolph Smith and Kenneth House, 1969

Solar energy: First realistic application of solar energy using parabolic solar reflector to drive caloric engine on steam boiler, John Ericsson, U.S., 1860s.

Solar system, universe: (Sun-centered universe) Nicolaus Copernicus, Warsaw, 1543; (establishment of planetary orbits as elliptical) Johannes Kepler, Germany, 1609; (infinity of universe) Giordano Bruno, Italian monk, 1584.

Spectrum: (heterogeneity of light) Sir Isaac Newton, England, 1665–1666.

Spectrum analysis: Gustav Kirchhoff, Robert Bunsen, Germany, 1859.

Spermatozoa: Anton van Leeuwenhoek, The Netherlands, 1683.

Spinning: (spinning wheel) India, introduced to Europe in Middle Ages; (Saxony wheel, continuous spinning of wool or cotton yarn) England, c.1500–1600; (spinning jenny) James Hargreaves, England, 1764; (spinning frame) Sir Richard Arkwright, England, 1769; (spinning mule, completed mechanization of spinning, permitting production of yarn to keep up with demands of modern looms) Samuel Crompton, England, 1779.

Star catalog: (first modern) Tycho Brahe, Denmark, 1572.

Steam engine: (first commercial version based on principles of French physicist Denis Papin) Thomas Savery, England, 1639; (atmospheric steam engine) Thomas Newcomen, England, 1705; (steam engine for pumping water from collieries) Savery, Newcomen, 1725; (modern condensing, double acting) James Watt, England, 1782.

Steamship: Claude de Jouffroy d’Abbans, France, 1783; James Rumsey, U.S., 1787; John Fitch, U.S., 1790. All preceded Robert Fulton, U.S., 1807, credited with launching first commercially successful steamship.

Stethoscope: René Laënnec, France, 1819.

Sulfa drugs: (parent compound, para-aminobenzenesulfanomide) Paul Gelmo, Austria, 1908; (antibacterial activity) Gerhard Domagk, Germany, 1935.

Superconductivity: (theory) Bardeen, Cooper, Scheiffer, U.S., 1957.

Symbolic logic: George Boule, 1854; (modern) Bertrand Russell, Alfred North Whitehead, England, 1910–1913.

Tank, military: Sir Ernest Swinton, England, 1914.

Tape recorder: (magnetic steel tape) Valdemar Poulsen, Denmark, 1899.

Teflon: DuPont, U.S., 1943.

Telegraph: Samuel F. B. Morse, U.S., 1837.

Telephone: Alexander Graham Bell, U.S., 1876.

Telescope: Hans Lippershey, The Netherlands, 1608; (astronomical) Galileo Galilei, Italy, 1609; (reflecting) Isaac Newton, England, 1668.

Television: (Iconoscope–T.V. camera table), Vladimir Zworkin, U.S., 1923, and also kinescope (cathode ray tube), 1928; (mechanical disk-scanning method) successfully demonstrated by J.K. Baird, England, C.F. Jenkins, U.S., 1926; (first all-electric television image), 1927, Philo T. Farnsworth, U.S; (color, mechanical disk) Baird, 1928; (color, compatible with black and white) George Valensi, France, 1938; (color, sequential rotating filter) Peter Goldmark, U.S., first introduced, 1951; (color, compatible with black and white) commercially introduced in U.S., National Television Systems Committee, 1953.

Thermodynamics: (first law: energy cannot be created or destroyed, only converted from one form to another) Julius von Mayer, Germany, 1842; James Joule, England, 1843; (second law: heat cannot of itself pass from a colder to a warmer body) Rudolph Clausius, Germany, 1850; (third law: the entropy of ordered solids reaches zero at the absolute zero of temperature) Walter Nernst, Germany, 1918.

Thermometer: (open-column) Galileo Galilei, c.1593; (clinical) Santorio Santorio, Padua, c.1615; (mercury, also Fahrenheit scale) Gabriel D. Fahrenheit, Germany, 1714; (centigrade scale) Anders Celsius, Sweden, 1742; (absolute-temperature, or Kelvin, scale) William Thompson, Lord Kelvin, England, 1848.

Three point seat belt: Nils Bohlin, 1957

Tire, pneumatic: Robert W. Thompson, England, 1845; (bicycle tire) John B. Dunlop, Northern Ireland, 1888.

Toilet, flush: Product of Minoan civilization, Crete, c. 2000 B.C. Alleged invention by “Thomas Crapper” is untrue.

Tractor: Benjamin Holt, U.S., 1900.

Transformer, electric: William Stanley, U.S., 1885.

Transistor: John Bardeen, Walter H. Brattain, William B. Shockley, U.S., 1947.

Tuberculosis bacterium: Robert Koch, Germany, 1882.

Typewriter: Christopher Sholes, Carlos Glidden, U.S., 1867.

Uncertainty principle: (that position and velocity of an object cannot both be measured exactly, at the same time) Werner Heisenberg, Germany, 1927.

Uranus: (first planet discovered in recorded history) William Herschel, England, 1781.

Vaccination: Edward Jenner, England, 1796.

Vacuum cleaner: (manually operated) Ives W. McGaffey, 1869; (electric) Hubert C. Booth, England, 1901; (upright) J. Murray Spangler, U.S., 1907.

Van Allen (radiation) Belt: (around Earth) James Van Allen, U.S., 1958.

Video disk: Philips Co., The Netherlands, 1972.

Vitamins: (hypothesis of disease deficiency) Sir F. G. Hopkins, Casimir Funk, England, 1912; (vitamin A) Elmer V. McCollum, M. Davis, U.S., 1912–1914; (vitamin B) McCollum, U.S., 1915–1916; (thiamin, B1) Casimir Funk, England, 1912; (riboflavin, B2) D. T. Smith, E. G. Hendrick, U.S., 1926; (niacin) Conrad Elvehjem, U.S., 1937; (B6) Paul Gyorgy, U.S., 1934; (vitamin C) C. A. Hoist, T. Froelich, Norway, 1912; (vitamin D) McCollum, U.S., 1922; (folic acid) Lucy Wills, England, 1933.

Voltaic pile: (forerunner of modern battery, first source of continuous electric current) Alessandro Volta, Italy, 1800.

Wallpaper: Europe, 16th and 17th century.

Wassermann test: (for syphilis) August von Wassermann, Germany, 1906.

Wheel: (cart, solid wood) Mesopotamia, c.3800–3600 B.C.

Windmill: Persia, c.600.

World Wide Web: (developed while working at CERN) Tim Berners-Lee, England, 1989; (development of Mosaic browser makes WWW available for general use) Marc Andreeson, U.S., 1993.

Xerography: Chester Carlson, U.S., 1938.

Zero: India, c.600; (absolute zero temperature, cessation of all molecular energy) William Thompson, Lord Kelvin, England, 1848.

Zipper: W. L. Judson, U.S., 1891.  

[eddiejpoplar]

Peugeot, Citroen, Opel, and Vauxhall in the U.S.

It’s difficult to picture the struggles of the post-World War II European automotive market now, but at the time, recovering manufacturers considered import to the U.S. necessary to survive. Virtually every European brand, from Armstrong-Siddeley to Wartburg tried to make it here. Only a few thrived. The brands of PSA Peugeot Citroen are not among them. Which is most likely to return? Their histories here provide few clues.

Peugeot

The Peugeot family began manufacturing with a cotton mill in the 18th Century, says “The Standard Catalog of Imported Cars, 1946-2002,” citing another book, “World Guide to Automobile Manufacturers.” The Peugeot family began bicycle production in 1885, and built four gasoline-powered automobiles starting in 1889.

Peugeot imported automobiles to the U.S. from late 1958 to August 1991. It acquired Citroen from Michelin in 1976, then bought all of Chrysler’s European operations in 1978, renaming itself Talbot until 1980, when it became Peugeot S.A.

In late 1958, you could buy a new Peugeot 403 four-door sedan in the U.S. for $2,245-$2,295 on the West Coast, or $2,215 on the Gulf Coast, according to the “Standard Catalog.” Peugeot peaked at 20,007 cars sold here in 1984. By August of 1991 however, it had sold just 2,223 cars calendar year to-date, among a relatively hefty 151 dealers in the U.S.

Citroen

Founded in 1919 and on the brink of bankruptcy a decade-and-a-half later, Citroen was sold to Michelin in 1934 at the strong behest of the French government. France embraces Citroen design and innovation as the embodiment of the country’s culture.

Citroen sold “approximately 10 cars” in the U.S. in 1949, according to the “Standard Catalog,” then 13 in 1950, five in ’51, 11 in ’52 and 40 in ’53. Citroens were officially sold in the U.S. through 1975, ending with the Maserati-powered SM coupe and coinciding with Michelin’s sale of the company to Peugeot.

“Standard Catalog” does not list U.S. sales for every year here from 1949 to 1975, though in 1958, after the advent of the DS model, sales had climbed to 1,145. Citroen sold 2,364 in 1959, and “approximately 2,000” in 1963. By 1964, the catalog says, “Citroen had about 170 dealers in the U.S.” Two years later, Citroen acquired another storied French automaker, Panhard.

The “Standard Catalog” notes there were rumors throughout the 1990s that Citroen would soon return to the U.S. market. It hasn’t, so far.

Opel

General Motors bought 80 percent of Opel in 1929, then the remaining 20 percent in 1931, and sold it with Vauxhall to PSA in 2017. Founded in 1862 to make sewing machines, Opel was ranked the largest bike manufacturer in the world by the late 1920s before selling that part of its business to NSU in 1936. Its first car was the Opel-Lutzmann of 1898, then shortly after, Opel-Darracqs. Opel built GM’s first unibody car, the Olympia, in 1935.

GM’s Buick Motor Division began importing Opels to the U.S. in late ’57 for the 1958 model year, though Vaughn Imported Cars of New York City brought the brand in from 1953-57, according to “Standard Catalog.” The 1.0-liter-powered Kadett began import to the U.S. in 1962, though no Opels were shipped here in 1963 thanks to inter-showroom competition with the compact/midsize Buick Special. Opel sales in the U.S. peaked at 93,520 in calendar year 1969, including 11,880 two-seat GTs.

While top-trim Opel Senators competed with Audis and even BMWs in Germany in the 1970s, Buick switched to Japanese-produced models in 1976, marketed as “Opel by Isuzu.” A short while later, it was badged “Buick Opel,” and then left the U.S. market after 1978.

Vauxhall

The British brand began building boats, then, in 1903, cars. Due to what “Standard Catalog” calls “financial ills,” Vauxhall was sold to GM in 1925. The 1932 Vauxhall Cadet came with what the catalog says was the first synchronized gearbox, and in 1938, the Vauxhall Ten sedan was built with unibody construction. After WWII, the six-cylinder 1955 Cresta, featuring a wraparound windshield, brought deluxe American style to the recovering British market.

We didn’t get that model in the U.S. Instead, GM sold the compact Vauxhall Victor in Pontiac dealerships here from 1958 to 1962. A four-door sedan was $1,988 at port-of-entry, and a four-door wagon was $2,400 according to “Standard Catalog,” which did not publish U.S. sales numbers. Like Opel and the Buick Special, Pontiac dealers apparently didn’t want the Vauxhall Victor to compete with its Tempest compact introduced for 1961. Some ’62-model Victors were sold into the 1963 calendar year as leftovers, according to the catalog.

A year later, the 1964 Vauxhall Viva launched. It was a badge-engineered, right-hand-drive second-generation Opel Kadett, and marked the beginning of the end of Vauxhall as a GM brand with Vauxhall-distinct models.

(SOURCE: “Standard Catalog of Imported Cars 1946-2002” Second Edition, updated by Mike Covello. Published by Krause Publications, Iola, Wisconsin.)

OUR PICK: Citroen

Though it’s just one “e” and an umlaut from the French word for “lemon,” Citroen is the obvious choice for PSA’s return to the United States. Citroens have shared platforms with Peugeot for decades, but after 20-some years of rather boring, look-alike models between the two, Citroen has broken free with the most daring designs from any mainstream, commodity nameplate.

While the luxury subbrand DS takes its name from the revolutionary Citroen sedan of 1955, Citroen doesn’t need that name to sell its own cars with high trim levels here. Like Mini—or Volvo, which has moved steadily upmarket during the last three decades—Citroen can re-launch here as a premium brand commanding relatively high margins at low sales volumes and be successful.

The Citroen C3 compact picks up where the Mini Cooper left off, with premium, avant-garde styling and a wide array of personalized color and trim options. The C4 Cactus is a funky looking crossover, roughly similar to the popular Subaru Crosstrek in size and layout, but with soft exterior door panels that serve as both a remedy against parking lot dings and a design motif. The C4 Aircross is a much more conventional looking, compact sport/utility vehicle that would shore up the U.S. market effort.

All three will be redesigned, if not replaced with something all new by the time they’re ready for import here. PSA is designing all future platforms to be “protected” to meet U.S. safety, crash and emissions standards, North American chief Larry Dominique says. It’s clear that all next-generation Peugeot, Citroen, DS, Opel and Vauxhall models will share common platforms, generally in the subcompact, compact and midsize car and SUV categories, plus delivery vans.

This will cut cost-per-car by 700 euro (US$812) by 2020, PSA CEO Carlos Tavares said in Opel’s hometown of Russelsheim, Germany, according to a report in Bloomberg. There’s already a common platform head start—GM and PSA established an alliance in 2012, five years before the French automaker bought Opel/Vauxhall.

A bit further out, Tavares says, Opel will offer electric and hybrid powertrains through its entire lineup by 2024. The key words here are “and hybrid powertrains,” which means that anything with a conventional internal combustion engine could be available with hybrid, or plug-in hybrid power. With all the brands on a common set of platforms by then, Citroen, or any of the other brands, could offer hybrids or full EV models in its U.S. lineup.

[jesusvasser]

Peugeot, Citroen, Opel, and Vauxhall in the U.S.

It’s difficult to picture the struggles of the post-World War II European automotive market now, but at the time, recovering manufacturers considered import to the U.S. necessary to survive. Virtually every European brand, from Armstrong-Siddeley to Wartburg tried to make it here. Only a few thrived. The brands of PSA Peugeot Citroen are not among them. Which is most likely to return? Their histories here provide few clues.

Peugeot

The Peugeot family began manufacturing with a cotton mill in the 18th Century, says “The Standard Catalog of Imported Cars, 1946-2002,” citing another book, “World Guide to Automobile Manufacturers.” The Peugeot family began bicycle production in 1885, and built four gasoline-powered automobiles starting in 1889.

Peugeot imported automobiles to the U.S. from late 1958 to August 1991. It acquired Citroen from Michelin in 1976, then bought all of Chrysler’s European operations in 1978, renaming itself Talbot until 1980, when it became Peugeot S.A.

In late 1958, you could buy a new Peugeot 403 four-door sedan in the U.S. for $2,245-$2,295 on the West Coast, or $2,215 on the Gulf Coast, according to the “Standard Catalog.” Peugeot peaked at 20,007 cars sold here in 1984. By August of 1991 however, it had sold just 2,223 cars calendar year to-date, among a relatively hefty 151 dealers in the U.S.

Citroen

Founded in 1919 and on the brink of bankruptcy a decade-and-a-half later, Citroen was sold to Michelin in 1934 at the strong behest of the French government. France embraces Citroen design and innovation as the embodiment of the country’s culture.

Citroen sold “approximately 10 cars” in the U.S. in 1949, according to the “Standard Catalog,” then 13 in 1950, five in ’51, 11 in ’52 and 40 in ’53. Citroens were officially sold in the U.S. through 1975, ending with the Maserati-powered SM coupe and coinciding with Michelin’s sale of the company to Peugeot.

“Standard Catalog” does not list U.S. sales for every year here from 1949 to 1975, though in 1958, after the advent of the DS model, sales had climbed to 1,145. Citroen sold 2,364 in 1959, and “approximately 2,000” in 1963. By 1964, the catalog says, “Citroen had about 170 dealers in the U.S.” Two years later, Citroen acquired another storied French automaker, Panhard.

The “Standard Catalog” notes there were rumors throughout the 1990s that Citroen would soon return to the U.S. market. It hasn’t, so far.

Opel

General Motors bought 80 percent of Opel in 1929, then the remaining 20 percent in 1931, and sold it with Vauxhall to PSA in 2017. Founded in 1862 to make sewing machines, Opel was ranked the largest bike manufacturer in the world by the late 1920s before selling that part of its business to NSU in 1936. Its first car was the Opel-Lutzmann of 1898, then shortly after, Opel-Darracqs. Opel built GM’s first unibody car, the Olympia, in 1935.

GM’s Buick Motor Division began importing Opels to the U.S. in late ’57 for the 1958 model year, though Vaughn Imported Cars of New York City brought the brand in from 1953-57, according to “Standard Catalog.” The 1.0-liter-powered Kadett began import to the U.S. in 1962, though no Opels were shipped here in 1963 thanks to inter-showroom competition with the compact/midsize Buick Special. Opel sales in the U.S. peaked at 93,520 in calendar year 1969, including 11,880 two-seat GTs.

While top-trim Opel Senators competed with Audis and even BMWs in Germany in the 1970s, Buick switched to Japanese-produced models in 1976, marketed as “Opel by Isuzu.” A short while later, it was badged “Buick Opel,” and then left the U.S. market after 1978.

Vauxhall

The British brand began building boats, then, in 1903, cars. Due to what “Standard Catalog” calls “financial ills,” Vauxhall was sold to GM in 1925. The 1932 Vauxhall Cadet came with what the catalog says was the first synchronized gearbox, and in 1938, the Vauxhall Ten sedan was built with unibody construction. After WWII, the six-cylinder 1955 Cresta, featuring a wraparound windshield, brought deluxe American style to the recovering British market.

We didn’t get that model in the U.S. Instead, GM sold the compact Vauxhall Victor in Pontiac dealerships here from 1958 to 1962. A four-door sedan was $1,988 at port-of-entry, and a four-door wagon was $2,400 according to “Standard Catalog,” which did not publish U.S. sales numbers. Like Opel and the Buick Special, Pontiac dealers apparently didn’t want the Vauxhall Victor to compete with its Tempest compact introduced for 1961. Some ’62-model Victors were sold into the 1963 calendar year as leftovers, according to the catalog.

A year later, the 1964 Vauxhall Viva launched. It was a badge-engineered, right-hand-drive second-generation Opel Kadett, and marked the beginning of the end of Vauxhall as a GM brand with Vauxhall-distinct models.

(SOURCE: “Standard Catalog of Imported Cars 1946-2002” Second Edition, updated by Mike Covello. Published by Krause Publications, Iola, Wisconsin.)

OUR PICK: Citroen

Though it’s just one “e” and an umlaut from the French word for “lemon,” Citroen is the obvious choice for PSA’s return to the United States. Citroens have shared platforms with Peugeot for decades, but after 20-some years of rather boring, look-alike models between the two, Citroen has broken free with the most daring designs from any mainstream, commodity nameplate.

While the luxury subbrand DS takes its name from the revolutionary Citroen sedan of 1955, Citroen doesn’t need that name to sell its own cars with high trim levels here. Like Mini—or Volvo, which has moved steadily upmarket during the last three decades—Citroen can re-launch here as a premium brand commanding relatively high margins at low sales volumes and be successful.

The Citroen C3 compact picks up where the Mini Cooper left off, with premium, avant-garde styling and a wide array of personalized color and trim options. The C4 Cactus is a funky looking crossover, roughly similar to the popular Subaru Crosstrek in size and layout, but with soft exterior door panels that serve as both a remedy against parking lot dings and a design motif. The C4 Aircross is a much more conventional looking, compact sport/utility vehicle that would shore up the U.S. market effort.

All three will be redesigned, if not replaced with something all new by the time they’re ready for import here. PSA is designing all future platforms to be “protected” to meet U.S. safety, crash and emissions standards, North American chief Larry Dominique says. It’s clear that all next-generation Peugeot, Citroen, DS, Opel and Vauxhall models will share common platforms, generally in the subcompact, compact and midsize car and SUV categories, plus delivery vans.

This will cut cost-per-car by 700 euro (US$812) by 2020, PSA CEO Carlos Tavares said in Opel’s hometown of Russelsheim, Germany, according to a report in Bloomberg. There’s already a common platform head start—GM and PSA established an alliance in 2012, five years before the French automaker bought Opel/Vauxhall.

A bit further out, Tavares says, Opel will offer electric and hybrid powertrains through its entire lineup by 2024. The key words here are “and hybrid powertrains,” which means that anything with a conventional internal combustion engine could be available with hybrid, or plug-in hybrid power. With all the brands on a common set of platforms by then, Citroen, or any of the other brands, could offer hybrids or full EV models in its U.S. lineup.

[acuteresearch-blog-blog]

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[itsworn]

Mike Ciborowski’s 2014 Mustang GT

Behind every championship is a strong passion and for Illinois-resident Mike Ciborowski, it has been a smoldering fire within him that dates back to when he was a kid. First as a bracket racer, well, because that is what you did back in those days. The lifelong Ford fanatic got a taste of national competition in the late 1990s, early 2000s when he competed in the Open Comp category at NMRA and the World Ford Challenge with a 1978 Mustang.

“Life had gotten in the way and I sold the race car because of the kids and family. But you never lose the go-fast bug. I always kept a car around, first with some Fox-body and SN95 Mustangs, before getting a 2001 Bullitt, and finally a Mach 1,” shares Ciborowski. He stumbled upon the Coyote-generation Mustangs when a friend offered him to the keys to test drive one before he pulled the trigger on adding a supercharger to the Mach 1. One quick lap around the neighborhood sealed the fate for the special edition New Edge. It was quickly sold off and Ciborowski grabbed the red 2014 Mustang GT shown here.

The Mustang has run a best of 8.58 at 158 mph thanks to a great working race car that produces consistent sixty-foot times of 1.22. That is flying for a car that checks in over 3,600 pounds due to class regulations.

Though a second owner of the Mustang, Ciborowski explained that the original owner acquired it through a raffle for a local fundraiser. The winner actually needed a truck for work, so he put the car up on Craigslist and Ciborowski showed up the next day ready to buy the Mustang. “It was a basic car with cloth interior, which is what I wanted because I knew I wanted to make it into a race car,” he confesses.

“You go to the edge of the cliff, look down, and jump,” Ciborowski shares about how his Mustang went from showroom stock to fast. First on the list was a supercharger and 10.30 runs ensued with ease. And when you jump off the edge, the modifications keep coming at a fast pace. Within a few years the Mustang fit perfectly into NMRA’s brand-new heads-up category, Limited Street.

The backside of the car utilizes a complete BMR suspension setup with upper and lower control arms, panhard bar, and a set of double adjustable Viking shocks on the backside. Up front, BMR was also tapped for a tubular K-member and A-arms and a set of single-adjustable Strange struts are bolted into place. Jim Howell is responsible for welding in the 10-point roll cage, mounting the Kirkey seats, and other odds and ends. The factory 8.8 rear housing is filled with Moser axles, spool, and undisclosed ring and pinion size. It is the perfect solution for quick times, the car steps out with a best of 1.22 sixty-foot from the 3,700-pound race car.

Winning an NMRA championship is no small feat with six national events to attend and Michael Ciborowski remained consistent and fast through all of them.

Rich Groh Racing built the fortified Coyote engine and used a set of Darton sleeves in the factory block and the company’s water jacket supports. Groh then filled it with Diamond custom pistons, Oliver connecting rods, and a stock Boss crankshaft. Top-end is relatively stock with factory cylinder heads that are un-ported by have Ferrea valves, better valvesprings, and a set of L&M custom grind camshafts. The induction system is a VMP Gen 2 supercharger. Additionally, a PMAS MAF sensor and inlet pipe help the supercharger breathe easier. Exhausting the spent gases is the job of American Racing Headers 1-7/8-inch long-tube headers and an MBRP three-inch exhaust system.

The factory ECU remains intact and Bob Monks of STL Mustangs handles the calibration for maximum power. Monks even added a patch to the ECU so it would work properly with the three-speed automatic. Ciborowski had swapped the 6R80 out in favor of a Proformance Racing Transmissions TH400 right before his trip to Florida. The following outing at Atlanta Dragway produced picture-perfect wheelies but the bumper stands prevented Ciborowski from racing his way into the winner’s circle.

It wasn’t until the fourth stop on tour that Ciborowski found the Aerospace Components Winner’s Circle, taking the win with consistent 8.70s. Moving forward through the rest of the year, he fought back and forth with Sondra Leslie trading barbs on track. By the NMRA World Finals, Ciborowski knew he had a lock on second place but needed to come away with a victory in order to stake a claim to the championship.

The Mickey Thompson ET Street Radial Pro 275 tires get stuck to the ground thanks to a complete BMR suspension system fore and aft, Viking double adjustable rear shocks, and Strange Engineering single adjustable front struts.

Ciborowski rose to the occasion, rolled out another string of 8.70 runs as he raced into the Aerospace Components Winner’s Circle again and etched his name in the history books as the first Limited Street class champion. Not only did he collect the championship, his fellow racers nominated him as Driver of the Year. His best time to date has been an 8.58 at 158 mph, an impressive performance given the restrictions of the category and the full weight of the S197 street-car-turned race car.

Of course winning at any level requires dedication and help from his wife, friends, and companies. His crew chief and son, Keith Ciborowski, has been an inspiration and help. Racing has also enabled Ciborowski to spend even more time with his family and his other son Kyle attends events when work allows. Ciborowski has a special passenger on every thrill ride down the track, his son Keven tragically lost his life in a work-related accident and his name is displayed on the passenger’s side window.

“I have to mention Eric Holliday at JPC Racing. He helped spec the motor, transmission, and is always encouraging and helping me push forward. Of course the whole JPC crew that comes racing makes it fun—Tony Hobson, John Kauderer, and Charlie Barnes.” Companies who have stepped up to help in the championship effort have been VMP Superchargers, Rich Groh Racing, HPJ Performance, Proformance Racing Transmissions, and STL Mustangs.

“I never ever thought I would win the championship,” Ciborowski explains. “I have been around the series and watched it from the start. I never thought I would be in the position to be on stage as a champion. It just blows me away. How do you top the year we had? I am going to go and defend the number one on the windshield. You have to show to every race and let the chips fall where they may and you just do it.”

The post Mike Ciborowski’s 2014 Mustang GT appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/mike-ciborowskis-2014-mustang-gt/ via IFTTT

[vymun]

[JCC] Joint Cabinet Directive 1

Committee: Joint Crisis Council - US and Mexican Cabinet

Topic: On the topic of a pre-emptive strike against the known cartel safe house and dealing with the bombing attack

Sponsors: Governor of Chihuahua, Secretary of the Navy

Signatories: Governor of Sinaloa, Secretary of Security and Civilian Protection, Secretary of National Defence, Governor of Baja California

The United States and Mexican Cabinet,

Recognising the urgency of potential bombing attacks in both countries that will result in the deaths of innocent civilians,

Acknowledging that a pre-emptive strike is the most effective way in dealing with the cartel,

1. Requests the Mexican Federal Police to contact one or two of their confidential informants that are doing the role of prostitution to the cartels in the safehouse to:

      a. Report to the Federal Police office nearby in order to receive a payment of $5000 in cash to conduct the following:

            i. Arrive at the safehouse to do their service at usual, however, they will note the number of civilians present in the safehouse and known exit points in the safe house due to their frequent visits,

            ii. The sex informant will then attempt to guide as many civilians as possible out of the safe house via the exit point and run away into the desert as far as possible after the sex service is done,

            iii. If the prostitute is killed by the cartel, it is collateral damage,

      b. Have the federal agent undercover operatives already in contact with the cartel to deploy a Mitsubishi Canter utility lorry usually used by operatives for usual drug transports by the operatives to now serve as extraction point for the fleeing civilians. They will stay within a 50-metre distance of the truck and contain 10 armed secret operatives with M4 carbines to kill off any chasing sicarios or gang member chasing the civilians. Upon the civilians entering the lorry, it will speed off into the dark, travelling back to the nearest Federal Police office where they came from,

      c. Set up a field hospital nearby in the safe ground. Doctors are going to temporarily take care of casualties on-site before they can be safely transported to more permanent facilities;

2. With assistance from the United States Air Force and the Mexican Armed Forces, carry out the following tasks with regards to the safe house:

      a. Contact the Mexican Armed Forces to allow the entry of one F-16 Block 52 from Luke AFB into Mexican air space, requesting that the F-16 keeps communication with the Escuadron Aereo 111 of the Mexican Air Force air traffic controller where they could keep an update on the location taken by the F-16 and track its movements,

      b. Contact the 56th Fighter Wing in Luke AFB, Arizona via the United States Chief of Staff to conduct the following:

            i. Deploy one F-16 Block 52 from the USAF armed with one 2,000 lb GBU-24 Paveway III laser-guided bomb and 2 GBU-39 150 lb Small Diameter Bomb to fly towards the GPS coordinates of the safehouse,

            ii. Upon arriving at the safehouse, proceed to drop the Paveway III laser-guided bomb on the safehouse, which will turn the house into rubble and destroying any bunker or reinforced structure underneath,

            iii. After the destruction by the Paveway III, the pilot will then conduct a ground reconnaissance from their optical targeting pod (LITENING) and see if there are still signs or remnants of cartels or equipment. If the pilot believes that the safehouse is yet to be destroyed, proceed to drop the two GBU-39 Small Diameter Bomb on the same safe house location again, neutralising whatever is left behind,

            iv. After the bombing, the F-16 will return from Mexico back to its base in Luke AFB, where it will write a report on the bombing and the damage caused to the Chief of Staff;

      c. After the bombing has been conducted, authorise a 1,500-strong military task force from the Mexican Army and Marines travelling in Humvees and VBL Milan will approach the Ground Zero of the operation. They will be reinforced by 50 Panhard ERC 90 armoured car with a 90mm cannon and 15 UH-60 Black Hawk utility helicopter armed with rocket pods and a 4-man armed crew as well as a minigun. The task force will move in to secure the area and neutralise any remaining cartel members and recover dead bodies or damages. They will enter via a 50-men task force at once;

3. Regarding the current crisis update of intelligence collaboration with the United States, the following tasks will be conducted for the sake of national security and transnational cooperation between the two nations:

      a. Call for a plenary session where the two nations high-ranked officials will conduct a summit to further discuss:

            i. Request and secure the US’s support in the raiding and capturing of the cartels’ safehouse,

            ii. Mutual intelligence collaboration between the two nations, in which both will not withhold any information related to the national security situation in both the US and Mexico,

      b. Request the intelligence collected and known by the Mexican agencies and organise and record them systematically and forward them to the trusted US intelligence agency,

      c. The terms of the disclosure of the information are for the Mexican agents not be prosecuted by the US and will be pardoned in a timely manner. Mexico will do the same with captured US agents;

4. After the attack on the safehouse deploy all local police to isolate the site of the bombing and prevent any journalists or media reporters to have access to the scene report the situation until the consent is granted by the authority.

[alisonfloresus]

A Brief Look Into The History of the Automobile

The history of the automobile (car) starts around 1769. Steam engine autos were created were the first method of human transport. The first internal combustion engine appeared in 1807 and this led to the modern gasoline or petrol-fuelled internal combustion engine in 1885. The year 1886 is regarded the year of birth of the modern car as we know it today with the Benz Patent Motorwagen by the German inventor Karl Benz. Anyone recognise that name perchance?

Electric powered cars showed up briefly in the 20th Century very briefly, disappeared only to re-appear in the 21st Century. Initially cars could be divided into a number of eras based upon the means of propulsion. The early history of the automobile can be divided into a number of eras, based on the prevalent means of propulsion. Nowadays they are being defined by trends in things such as exterior styling, size, features and preferences.

The eras of invention were: * Steam Powered wheeled vehicles, the “cave-man” forerunner to later cars. * 17th and 18th Century * Around 1672 the Jesuit missionary Ferdinand Verbiest built the first steam-powered vehicle as a toy for the Chinese Emperor. It could not carry a driver but is most probably the first ever working steam-powered automobile. Only very late in the 1800’s self-propelled auto’s large enough to carry people or cargo came about. Over the next decades such innovations as hand-brakes, multi-speed gears and improved steering were developed. The first automobile patent was granted in the United States of America in 1789. * 19th Century In 1815 the first oil-fired steam car was built. In 1867, Canadian jeweller Henry Seth Taylor demonstrated his 4-wheeled “steam buggy” at the Stanstead Fair in Stanstead, Quebec, and again the following year. The basis of the buggy, for which production began in 1865, was a high-wheeled carriage with bracing to support a two-cylinder steam engine mounted on the floor. Some people see the vehicle designed by Amédée Bollé, it was built in 1873, and recognised as the first real automobile. This could transport groups of passengers.

Seldon, also an American, designed not only a car with an engine but with four seats too. He underwent a mighty sixteen year patent process but was granted his patent in 1895. Karl Benz, a German in origin received his first car patent in 1886. Nikolaus Otto is responsible for the four-stroke petrol internal combustion engine which constitutes the most popular form of modern automotive propulsion. The battery electric car was founded and can attributed to A, Jedik and the lead-acid battery was invented by Gaton Planté in 1859. Steam-powered automobiles continued development all the way into the early 20th century, but the dissemination of petrol engines as the motive power of choice in the late 19th century marked the end of steam automobiles except as curiosities. It remains to be seen whether or not steam will make a come-back as a sustainable end energy-efficient way of propelling our vehicles. * Electric Car Electric cars enjoyed popularity between the late 19th century and early 20th century because they provided a luxury level of much more comfort and convenience of operation. These features could not be matched by petrol cars of that era. The electric starter was a great step forward and gave gasoline/petrol cars the hand-up they needed. Petrol cars were cheaper and also mass production of cars by the Ford Motor Company destroyed the market for Electric cars. * Internal Combustion Engines It is accepted, generally, that the first petrol/gasoline practical internal combustion engines were completed almost simultaneously by several German inventors, however Karl Benz built his first automobile in 1885 and was granted the patent in 1886. To this day Benz remains a forerunner. * Veteran Era The first motor car in Central Europe was produced by Czech company Nesselsdorfer Wagenba in 1897. The first company to build motor cars exclusively was Panhard et Levassor and they also introduced the first four-cylinder engine. Peugeot followed two years later. Oldsmobile, (about which music would be made), would dominate the American market at first. Within a year, Cadillac (formed from the Ford Company), Ford and Winton were mass producing cars. By 1900 many countries had national automotive industries. Cars in this era were seen as a novelty an often broke down. Roads were difficult to navigate and rapid technological development rendered even the newest models old hat. Rambler was the first company in 1909 to provide a spare tyre. These were mounted as a 5th wheel. * Brass or Edwardian Era Within the 15 years that make up this era, the various designs/experimentation and use of alternative power systems would become defunct since standards were now recognised. Things such as front-engine, rear-wheel drive, internal combustion and gears brought about these accepted norms that everyone expected. During this era technology and development was very fast. Safety glass came into vogue. * Vintage Era The vintage era lasted from the end of World War I (1919), through the Wall Street Crash in 1929. In 1919, 90% of cars sold were open; by 1929, 90% were closed. * Pre-World War 2 Era The classic era began with the Great Depression in 1930 and ended after World War II in1946.Fenders and bodies began to dominate sales, also the rear for storage. Headlights began to be integrated into the body of the car. * Post war Era This era was exemplified by smaller cars and muscle cars. The Mustang made its appearance as did the Camaro. Independent suspension, turbo engine and fuel injection became buzz words. It was in this era that Japan became the largest car manufacturer in the world for a time. * Modern era – normally defined as the period of 25 years preceding the current era The modern era has been dominated by computer design. Front-wheel- drive and all-wheel-drive, diesel engines are at the forefront of our minds in this era. Styles in body changed too. The hatchback, sedan and sport utility vehicles dominate the market. The modern era has seen rapidly rising fuel efficiency and engine output. China has become the world leader in the manufacture of cars.

What a long and illustrious history. This little glance back in history is certainly a new vantage point from which to view one of my most precious possessions. Who would you trust to service, re-condition or re-engineer yours?

from JournalsLINE http://journalsline.com/2017/05/25/a-brief-look-into-the-history-of-the-automobile/ from Journals LINE https://journalsline.tumblr.com/post/161058343745

[itsworn]

1968 Camaro with Pro Street Power and Pro Touring Driveability

When you build high-performance cars for a living, the majority of your time is focused on completing the projects for your customers. Many times, it’s rare to get enough free time on the clock to take on a build of your own. Peter Newell’s roots lie in hard-core Pro Street cars that can be driven … not just locally to your average cruise night, but cross-country where performance demands require them to be completely functional to endure a beating. As owner of Competition Specialties in Walpole, Massachusetts, he lives and breathes these cars as his personal church.

Starting back with his first build, an ’86 Trans Am was cut up to create a 6-71 blown small-block car running mile-wide rear rubber. The car set the local scene on fire since it was driven year round in New England … without a hood—even through snowstorms! Over 20 years ago it was a “Long Hauler” on the Hot Rod Power Tour.

This brings us to Project Leftover. As time went on, many people shrugged off Pro Street cars as a passing fancy, but dedicated builders of these cars kept them very much alive. Newell took on a derelict roller project in 2011 and deemed it Leftover. The concept was to take the shell to completion utilizing the many scraps in the shop for a new daily driver.

In its first iteration, the car was finished with a stroked small-block Chevy and coated in blue suede paint. As promised, it took a daily beating 12 months a year through all types of weather, enduring literally tens of thousands of miles. Wanting to inject more style, the car was torn down to create Leftover 2.0, bathed in blue candy gloss with a myriad of custom body modifications and an injection of carbon fiber. Again on the road and thousands of miles later the revisions continued to Leftover 3.0, adding a fresh twin-turbo mill to the equation to up the ante on the street.

In its latest form, conceived over the past 12 months, the car has evolved to an entirely new level. Raising the bar and incorporating a myriad of high-performance parts from many of our industry leaders, Peter has already laid down over 10,000 miles since the project update was completed. The base for any true Pro Street build relies on the ability to put the power to the street.

To start, DMC Racing in Halifax, Massachusetts, back-halfed the car, suspending a narrowed Dana 60 rear packed with 4.11 gears spinning 35-spline Strange Engineering axles with their adjustable four-link and Panhard bar and QA1 Quad Adjust remote reservoir coilover shocks. For excellent handling, a Fatman Fabrications front subframe incorporates their Sportalign IFS system with exclusive tuning capabilities. To set the stance even deeper, Peter channeled the subframe 1 inch into the body.

If you’re pushing big horsepower numbers you’d better be able to stop. A Wilwood Engineering dual master pushes juice through steel lines to a forged Superlite 6R big-brake package, 14-inch drilled and slotted rotors with six-piston calipers up front with Dynalite 12.88-inch drilled and slotted rotors and four-piston calipers out back. Connecting it to the street are custom 18-inch front and 20-inch rear Boze Vortex three-piece concave wheels wearing Hankooks up front and Mickey Thompson Sportsman S/R radials out back.

When it came time to build a mill that could take an all-out beating and maintain dependability, Peter contacted C3 Automotive Machine in Foxboro, Massachusetts, to build the short-block. A Chevrolet Performance 350ci Bow Tie Sportsman block with four-bolt nodular mains was packed with a GM forged steel crank linked to H-beam rods capped with Ross Racing forged aluminum slugs getting a hefty bump from a Nelson Racing stick. Peter assembled the rest with ample power coming from Dart Pro 1 aluminum heads. An Edelbrock Victor Jr intake cradles a Quick Fuel Technology Q-Series 850-cfm Blow-Thru carb linked to twin Nelson Racing 61mm mirror-image turbos generating enough power to pin you to the back of the seat. The Vintage Air Front Runner drive system adds plenty of performance accented by custom inner fender panels and billet hood hinges from Eddie Motorsports and DMC Racing’s exclusive hideaway turbo plumbing. The goods move through a PerformaBuilt Level 3 Invincible 4L60E trans to a QA1 REV Series carbon-fiber driveshaft, making it easy to cruise comfortably at triple-digit speeds.

Study Leftover and you’ll see plenty of subtle changes. Peter turned up the heat starting with a custom-fabricated steel chin spoiler, welded and filled front fenders, and filled antenna mount as well as welded and smoothed driprails. He continued on with 2-inch dropped steel rocker panels with matching sections on the fender and quarter-panel bottoms, adding a custom relief to the quarter-panels ahead of the rear wheels and wrapped it up by pie-cutting the rear of the quarters to gracefully transition the panels into the roll pan and carbon-fiber diffuser.

Finally, the quarter seams were welded and smoothed with final accents including Eddie Motorsports RS grille, taillights, and door handles, as well as a carbon-fiber trunk lid by Anvil. He then set the gaps, made it razor sharp, and laid down a deep coating of House of Kolor Apple Red accented by custom stripes.

Inside, DMC Racing completed the tinwork along with the eight-point chromoly cage. The factory dash features a custom insert housing a Racepak IQ3 to monitor the vitals. A Billet Specialties wheel carves the course while shifts fly through a Lokar unit. Cool breezes are by Vintage Air.

All-new interior panels were designed and crafted at JK Automotive Designs and covered in a combination of black leather and suede by Cutting Edge Designs, both of Stoneham, Massachusetts. Cutting Edge then upholstered the Procar seats in black leather while also covering the dash in suede, accented by charcoal German square weave carpet. Clayton Machine Works door handles and window cranks add the final touch.

In its current form, the car is a fusion of Pro Street and Pro Touring to create a type of Pro Outlaw style where a wide-tire car can effectively throw down blistering performance and still handle well on the long haul. Currently, Leftover has logged over 50,000 miles in all types of weather conditions year-round, and shows no signs of slowing down! CHP

Tech Check Owner: Peter Newell, Walpole, Massachusetts Vehicle: 1968 Camaro Engine Type: Chevy small-block Displacement: 350 ci Compression Ratio: 8.7:1 Bore: 4.000 inches Stroke: 3.480 inches Cylinder Heads: Dart Pro 1, aluminum Rotating Assembly: GM forged steel crank, H-beam rods, Ross Racing forged aluminum pistons Valvetrain: Comp Cams Camshaft: Nelson Racing custom-grind solid roller Induction: Edelbrock Victor Jr intake, Quick Fuel Technology Q-Series 850-cfm Blow-Thru Annular Booster carb, twin Nelson Racing 61mm mirror-image turbos with hidden plumbing by DMC Racing Ignition: MSD Exhaust: Stainless Works headers, custom 3-inch steel exhaust by Competition Specialties, Borla mufflers Ancillaries: Holley 160-gph fuel pump, Holley fuel filter, Earl’s hoses and fittings, Holley VR-Series fuel pressure regulator, Vintage Air Front Runner accessory drive Output: 800 hp at 9 psi boost on pump gas Drivetrain Transmission: PerformaBuilt Level 3 Invincible 4L60E Rear Axle: Dana 60, 4.11:1 gears, Strange Engineering 35-spline axles Chassis Steering: Rack-and-pinion Front Suspension: Fatman Fabrications front subframe and Sportalign IFS with 2-inch dropped spindles, QA1 Quad Adjust coilover shocks with remote reservoirs Rear Suspension: DMC Racing back-half, custom four-link, and Panhard bar; QA1 Quad Adjust coilover shocks with remote reservoirs Brakes: Wilwood Engineering Superlite 6R 14-inch drilled and slotted rotors with six-piston calipers, front; Wilwood Engineering 12.88-inch drilled and slotted rotors with Dynalite Pro four-piston calipers, rear Wheels & Tires Wheels: Boze Vortex (three-piece concave custom) 18×8 front, 20×15 rear Tires: Hankook Ventus V12 evo2 front, Mickey Thompson Sportsman S/R rear Interior Seats: Procar buckets custom covered by Cutting Edge Designs Upholstery: Black leather, custom by Cutting Edge Designs and JK Automotive Designs Instrumentation: Racepak IQ3 Steering: Billet Specialties Camber 14-inch wheel Carpet: Charcoal German square weave Shifter: Lokar Exterior Paint: House of Kolor Apple Red Paint By: Competition Specialties Hood: Stock cowl-induction, steel Grille: Eddie Motorsports RS, black billet

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