Nice Automobile Molds Manufacturers photos

Nice Automobile Molds Manufacturers photos

A few nice automobile molds manufacturers images I found:

1934 Delage D8SS
automobile molds manufacturers
Image by glennfrancosimmons_
This car was really hard to get good photos of because Blackhawk’s second-floor gallery is so dark. Eventually, I’ll see if I have better ones than these.

Blackhawk Automotive Museum contains masterpieces as elegant as any that you will find in the finest museums the world over.

If you believe that statement to be filled with a hubris of hyperbole, then you are probably not a classic-car lover and mistake automotive masterpieces as unworthy of being considered art. Yet it is art. I’ve often mentioned this when discussing Blackhawk.

Already more than two decades young, Blackhawk has gained an international reputation for its legendary automotive collection.

One of the finest vehicles in its galleries is this 1934 Delage D8SS — the only one of its kind ever made.

And Blackhawk has it, in addition to many other very, very rare vehicles.

Not only were Delage autos among the finest ever made in France, but they were renown the world over for their artistic symmetry.

Of the Delages produced, the finest masterpiece was the D8 with its four-liter straight-eight engine that was introduced at the Paris Salon in October 1929, with production continuing until 1933.

The D8 was an auto of elegance and beauty, as you can see by these photos.

Blackhawk said such attributes inspired "coachbuilders," as auto designers were then called, "to create their most-stylish designs."

The D8 developed into the D8S, a 102-hp engine, only to have a power increase up to 118-hp at 3,800 rpm, according to Blackhawk.

Not content with that, the D8SS had a power increase up to 145 hp at 4,500 rpm. One could call it speedy elegance.

Just imagine taking this beauty on a coastal ride up or down Highway 1.

The beautiful coachwork in this Delage resulted from a partnership with the skillful coachbuilders Fernandez & Darrin that reached its golden age with this special model.

"The coachbuilding firm of Fernandez & Darrin was formed through a partnership between American designer Howard ‘Dutch’ Darrin and Mr. Fernandez, a Parisian banker," Blackhawk notes.

Darrin was a former partner of the Hibbard & Darrin coachbuilding company, which Blackhawk said created "concours-winning body designs for the chassis of Europe’s most-prestigious luxury marques."

The beautifully elegant cabriolet shown in this post "has a removable panel over its front seat and length that is accented with polished aluminum on the hood and belt molding," Blackhawk notes.

"The Lalique crystal radiator mascot, ‘Tete de paon,’ depicts the proud peacock’s head in profile," Blackhawk states.

Engine:
7-cylinder, straight-eight, OHV
3.03" bore, 4.29" stroke
247 cubic inch
145 hp at 4,500 rpm

Body/Coachbuilder
Fernandez & Darrin
Paris, France.

Manufacturer
Automobiles Delage,
Courbevoie, Seine, France

Price when new: ,000 (chassis only in 1934 dollar valuation).

1930 Pierce Arrow Model B Victoria Coupe
automobile molds manufacturers
Image by Sicnag
Pierce Arrow Motor Car Company was an American automobile manufacturer based in Buffalo, New York, which was active from 1901 to 1938. Although best known for its expensive luxury cars, Pierce-Arrow also manufactured commercial trucks, fire trucks, camp trailers, motorcycles, and bicycles.
Early cars had the largest automobile engines in the world. In 1914 Pierce-Arrow adopted its most enduring styling hallmark when its headlights were moved from a traditional placement on either side of the radiator into flared housings molded into the front fenders of the car, this hallmark carried through to the last model in 1938.
In 1928 Studebaker took over Pierce Arrow.
For 1930 Pierce introduced the A, B, and C models. The A was the largest and most expensive, while the C was the cheapest of the three. Customers had four wheelbase sizes to select from, including 132, 134, 139 and 144 inches
Model B Engine; 125hp 365 cu in 6 cyl

Nice China Mould Make Maker photos

Nice China Mould Make Maker photos

A few nice china mould make maker images I found:

FOR SALE: Original North Light “Kitley Ladybird” – Dartmoor Pony mare
china mould make maker
Image by appaIoosa
Model # P1133 – bay
Size: 5-3/4"H x 6-1/2"L
Original mold, produced by North Light.
Identifying marks & logos:
On belly: "KITLEY LADYBIRD "
On right buttock cheek: " © North Light 1986 "
Inside right hind leg: " Godfrey "
Inside left hind leg: " MADE IN UK

This is a model of the classic British breed, the Dartmoor. These ponies are hardy and well balanced, originating in Devon, England. This breed is closely related to the Exmoor Pony and probably descended from the same stock. These ponies roamed wild over the rugged moorlands of southwestern Devon for many centuries. Toward the end of the 19th century, the breed’s traits were stabilized by the creation of the Dartmoor Pony Breed Society, with standard requirements. The maximum height for this pony is 12.2 hands high at the withers. She is a well-balanced pony with small head, ears and eyes. The mane and tail are thick and full. The neck is wide, the chest deep and muscular and the shoulders are strong and sloping.

This North Light model is a lovely representative of a Dartmoor Pony from the North Light Native Pony Series.

|||****************************|||

North Light model horse figurines are made of a porcelain and resin composition, which allow for the extensive mold detailing (some with individual hair detailing, braided manes & tails, etc) that is very evident in the finish. The figurines are finished in a studio where they are airbrushed with the body color and shading required for the particular breed piece. Next comes the hand detailing , which can be extensive, depending on the horses’ color pattern. Pinto and appaloosa patterns require extensive hand work, and vary greatly from horse to horse. Facial features also receive hand detailing, with expressive, lifelike eyes which have a final gloss application to make them look moist and realistic. Touches of pink are added to muzzles. Nostrils are darkened inside to add depth.

With this degree of hand detailing, each model horse will vary slightly.

North Light is a company located in Stoke-On-Trent, Staffordshire, England. The area is famous for its potteries and figurines, including the well known Wedgwood, Beswick and Royal Doulton brands. In 2005, the North Light factory was sold – including all existing North Light molds – to the company: WADE CERAMICS LTD (yes, the same company that made those little whimsy figurines found in red rose tea boxes years ago). Wade repackaged the existing North Light horses under their new trademark and resold them within the Wade division as "North Light @ Wade" horses.

Directly from Wade Co. website, verbatim:
———————————–
Contributed by Carol Atrak
Monday, 18 July 2005

We have pleasure in announcing that Wade has purchased certain assets from Dennis Doyle of the North Light resin figurine range. North Light, which will trade as a division within Wade as "North Light @ Wade", is famous for its range of dogs, farm animals, horses and wildlife figurines. They are manufactured in resin and hand painted. The "Classic Dog and Horse Ranges" are finished in marble, china blue, bronze, Monet and other effects to grace the sideboards and coffee tables of the World’s finest homes.

Managing Director, Paul Farmer said, "North Light @ Wade" will bring a new dimension to Wade’s figurine capability and Wade’s mechanisms for online purchases of its ceramic products will be adapted to cater for North Light products too. We are also looking forward to improving our ceramic hand painting techniques which come with the North Light asset purchase."

Artists, Guy Pocock and Anne Godfrey, have been retained to continue modelling new lines and Clare Beswick, from that famous family of figurine makers which bears her name, has been appointed Sales and Product Manager for North Light @ Wade.

The manufacture has been moved from Biddulph to a separate resin area within Wade’s Royal Victoria Pottery in Burslem.

In 2008, Wade announced they would no longer produce the North Light @Wade horses (and dogs) at the factory (in the UK). Instead they decided to release a new line: "North Light @ Wade Premier Collection" (consisting of 17 horses and 22 dogs) – to be produced in China. Many of the existing NL horses you see being sold on eBay (and elsewhere) today, bear the "made in China" sticker, along with the NL backstamp.

In 2009, Wade ceased production altogether on all existing North Light models . Today, North Light horses are no longer being produced, sold or marketed by Wade Ceramics, making these horses highly sought after, valuable and rare.

I have no idea what the Wade Co. decided to do with all the existing North Light horses. Some say they sold the existing molds to a company in China.

If your North Light horse has the "©North Light Made in the UK" backstamp, you have a very rare & valuable collectible indeed!

Nice Auto Moulds Factory China photos

Nice Auto Moulds Factory China photos

Check out these auto moulds factory china images:

Churchill Club Top 10 Tech Trends Debate
auto moulds factory china
Image by jurvetson
I just got back from the Churchill Club’s 13th Annual Top 10 Tech Trends Debate (site).

Curt Carlson, CEO of SRI, presented their trends from the podium, which are meant to be “provocative, plausible, debatable, and that it will be clear within the next 1-3 years whether or not they will actually become trends.”

Then the panelists debated them. Speaking is Aneesh Chopra, CTO of the U.S., and smirking to his left is Paul Saffo, and then Ajay Senkut from Clarium, then me.

Here are SRI’s 2011 Top 10 Tech Trends [and my votes]:

Trend 1. Age Before Beauty. Technology is designed for—and disproportionately used by—the young. But the young are getting fewer. The big market will be older people. The aging generation has grown up with, and is comfortable with, most technology—but not with today’s latest technology products. Technology product designers will discover the Baby Boomer’s technology comfort zone and will leverage it in the design of new devices. One example today is the Jitterbug cell phone with a large keypad for easy dialing and powerful speakers for clear sound. The trend is for Baby Boomers to dictate the technology products of the future.

[I voted YES, it’s an important and underserved market, but for tech products, they are not the early adopters. The key issue is age-inspired entrepreneurship. How can we get the entrepreneurial mind focused on this important market?]

Trend 2. The Doctor Is In. Some of our political leaders say that we have "the best medical care system in the world". Think what it must be like in the rest of the world! There are many problems, but one is the high cost of delivering expert advice. With the development of practical virtual personal assistants, powered by artificial intelligence and pervasive low-cost sensors, “the doctor will be in”—online—for people around the world. Instead of the current Web paradigm: “fill out this form, and we’ll show you information about what might be ailing you”, this will be true diagnosis—supporting, and in some cases replacing—human medical practitioners. We were sending X-rays to India to be read; now India is connecting to doctors here for diagnosis in India. We see the idea in websites that now offer online videoconference interaction with a doctor. The next step is automation. The trend is toward complete automation: a combination of artificial intelligence, the Internet, and very low-cost medical instrumentation to provide high-quality diagnostics and advice—including answering patient questions—online to a worldwide audience.

[NO. Most doctor check-ups and diagnoses will still need to be conducted in-person (blood tests, physical exams, etc). Sensor technology can’t completely replace human medical practitioners in the near future. Once we have the physical interface (people for now), then the networking and AI capabilities can engage, bringing specialist reactions to locally collected data. The real near-term trend in point-of-care is the adoption of iPads/phones connected to cloud services like ePocrates and Athenahealth and soon EMRs.]

Trend 3. Made for Me. Manufacturing is undergoing a revolution. It is becoming technically and economically possible to create products that are unique to the specific needs of individuals. For example, a cell phone that has only the hardware you need to support the features you want—making it lighter, thinner, more efficient, much cheaper, and easier to use. This level of customization is being made possible by converging technical advances: new 3D printing technology is well documented, and networked micro-robotics is following. 3D printing now includes applications in jewelry, industrial design, and dentistry. While all of us may not be good product designers, we have different needs, and we know what we want. The trend is toward practical, one-off production of physical goods in widely distributed micro-factories: the ultimate customization of products. The trend is toward practical, one-off production of physical goods in widely distributed micro-factories: the ultimate customization of products.

[NO. Personalization is happening just fine at the software level. The UI skins and app code is changeable at zero incremental cost. Code permeates outward into the various vessels we build for it. The iPhone. Soon, the car (e.g. Tesla Sedan). Even the electrical circuits (when using an FPGA). This will extend naturally to biological code, with DNA synthesis costs plummeting (but that will likely stay centralized in BioFabs for the next 3 years. When it comes to building custom physical things, the cost and design challenges relegate it to prototyping, tinkering and hacks. Too many people have a difficult time in 3D content creation. The problem is the 2D interfaces of mouse and screen. Perhaps a multitouch interface to digital clay could help, where the polygons snap to fit after the form is molded by hand.]

Trend 4. Pay Me Now. Information about our personal behavior and characteristics is exploited regularly for commercial purposes, often returning little or no value to us, and sometimes without our knowledge. This knowledge is becoming a key asset and a major competitive advantage for the companies that gather it. Think of your supermarket club card. These knowledge-gatherers will need to get smarter and more aggressive in convincing us to share our information with them and not with their competitors. If TV advertisers could know who the viewers are, the value of the commercials would go up enormously. The trend is technology and business models based on attracting consumers to share large amounts of information exclusively with service providers.

[YES, but it’s nothing new. Amazon makes more on merchandising than product sales margin. And, certain companies are getting better and better at acquiring customer information and personalizing offerings specifically to these customers. RichRelevance provides this for ecommerce (driving 25% of all e-commerce on Black Friday). Across all those vendors, the average lift from personalizing the shopping experience: 15% increase in overall sales and 8% increase in long-term profitability. But, simply being explicit and transparent to the consumer about the source of the data can increase the effectiveness of targeted programs by up to 100% (e.g., saying “Because you bought this product and other consumers who bought it also bought this other product" yielded a 100% increase in product recommendation effectiveness in numerous A/B tests). Social graph is incredibly valuable as a marketing tool.]

Trend 5. Rosie, At Last. We’ve been waiting a long time for robots to live in and run our homes, like Rosie in the Jetsons’ household. It’s happening a little now: robots are finally starting to leave the manufacturing floor and enter people’s homes, offices, and highways. Robots can climb walls, fly, and run. We all know the Roomba for cleaning floors—and now there’s the Verro for your pool. Real-time vision and other sensors, and affordable precise manipulation, are enabling robots to assist in our care, drive our cars, and protect our homes and property. We need to broaden our view of robots and the forms they will take—think of a self-loading robot-compliant dishwasher or a self-protecting house. The trend is robots becoming embedded in our environments, and taking advantage of the cloud, to understand and fulfill our needs.

[NO. Not in 3 years. Wanting it badly does not make it so. But I just love that Google RoboCar. Robots are not leaving the factory floor – that’s where the opportunity for newer robots and even humanoid robots will begin. There is plenty of factory work still to be automated. Rodney Brooks of MIT thinks they can be cheaper than the cheapest outsourced labor. So the robots are coming, to the factory and the roads to start, and then the home.]

Trend 6. Social, Really. The rise of social networks is well documented, but they’re not really social networks. They’re a mix of friends, strangers, organizations, hucksters—it’s more like walking through a rowdy crowd in Times Square at night with a group of friends. There is a growing need for social networks that reflect the fundamental nature of human relationships: known identities, mutual trust, controlled levels of intimacy, and boundaries of shared information. The trend is the rise of true social networks, designed to maintain real, respectful relationships online.

[YES. The ambient intimacy of Facebook is leading to some startling statistics on fB evidence reuse by divorce lawyers (80%) and employment rejections (70%). There are differing approaches to solve this problem: Altly’s alternative networks with partioning and control, Jildy’s better filtering and auto-segmentation, and Path’s 50 friend limit.]

Trend 7. In-Your-Face Augmented Reality. With ever-cheaper computation and advances in computer vision technology, augmented reality is becoming practical, even in mobile devices. We will move beyond expensive telepresence environments and virtual reality games to fully immersive environments—in the office, on the factory floor, in medical care facilities, and in new entertainment venues. I once did an experiment where a person came into a room and sat down at a desk against a large, 3D, high-definition TV display. The projected image showed a room with a similar desk up against the screen. The person would put on 3D glasses, and then a projected person would enter and sit down at the other table. After talking for 5 to 10 minutes, the projected person would stand up and put their hand out. Most of the time, the first person would also stand up and put their hand into the screen—they had quickly adapted and forgotten that the other person was not in the room. Augmented reality will become indistinguishable from reality. The trend is an enchanted world— The trend is hyper-resolution augmented reality and hyper-accurate artificial people and objects that fundamentally enhance people’s experience of the world.

[NO, lenticular screens are too expensive and 3D glasses are a pain in the cortex. Augmented reality with iPhones is great, and pragmatic, but not a top 10 trend IMHO]

Trend 8. Engineering by Biologists.
Biologists and engineers are different kinds of people—unless they are working on synthetic biology. We know about genetically engineered foods and creatures, such as gold fish in multiple other colors. Next we’ll have biologically engineered circuits and devices. Evolution has created adaptive processing and system resiliency that is much more advanced than anything we’ve been able to design. We are learning how to tap into that natural expertise, designing devices using the mechanisms of biology. We have already seen simple biological circuits in the laboratory. The trend is practical, engineered artifacts, devices, and computers based on biology rather than just on silicon.

[YES, and NO because it was so badly mangled as a trend. For the next few years, these approaches will be used for fuels and chemicals and materials processing because they lend themselves to a 3D fluid medium. Then 2D self-assembling monolayers. And eventually chips , starting with memory and sensor arrays long before heterogeneous logic. And processes of biology will be an inspiration throughout (evolution, self-assembly, etc.). Having made predictions along these themes for about a decade now, the wording of this one frustrated me]

Trend 9. ‘Tis a Gift to be Simple. Cyber attacks are ever more frequent and effective. Most attacks exploit holes that are inevitable given the complexity of the software products we use every day. Cyber researchers really understand this. To avoid these vulnerabilities, some cyber researchers are beginning to use only simple infrastructure and applications that are throwbacks to the computing world of two decades ago. As simplicity is shown to be an effective approach for avoiding attack, it will become the guiding principle of software design. The trend is cyber defense through widespread adoption of simple, low-feature software for consumers and businesses.

[No. I understand the advantages of being open, and of heterogencity of code (to avoid monoculture collapse), but we have long ago left the domain of simple. Yes, Internet transport protocols won via simplicity. The presentation layer, not so much. If you want dumb pipes, you need smart edges, and smart edges can be hacked. Graham Spencer gave a great talk at SFI: the trend towards transport simplicity (e.g. dumb pipes) and "intelligence in the edges" led to mixing code and data, which in turn led to all kinds of XSS-like attacks. Drive-by downloading (enabled by XSS) is the most popular vehicle for delivering malware these days.]

Trend 10. Reverse Innovation. Mobile communication is proliferating at an astonishing rate in developing countries as price-points drop and wireless infrastructure improves. As developing countries leapfrog the need for physical infrastructure and brokers, using mobile apps to conduct micro-scale business and to improve quality of life, they are innovating new applications. The developing world is quickly becoming the largest market we’ve ever seen—for mobile computing and much more. The trend is for developing countries to turn around the flow of innovation: Silicon Valley will begin to learn more from them about innovative applications than they need to learn from us about the underlying technology.

[YES, globalization is a megatrend still in the making. The mobile markets are clearly China, India and Korea, with app layer innovation increasingly originating there. Not completely of course, but we have a lot to learn from the early-adopter economies.]

Nice Automotive Mould Manufacturing photos

Nice Automotive Mould Manufacturing photos

Check out these automotive mould manufacturing images:

Nomination 42 – Body Exterior – View A – Carbon Composite Hood Assembly
automotive mould manufacturing
Image by spe.automotive
CARBON COMPOSITE HOOD ASSEMBLY
•OEM Make & Model: Chrysler Group LLC 2013 model year (MY) SRT Viper® supercar
•Tier Supplier/Processor: Plasan Carbon Composites
•Material Supplier / Toolmaker: Umeco plc/Cytec Industries (carbon fiber weave prepreg); Toray Carbon Fibers Americas, Inc. (unidirectional carbon fiber prepreg); Ashland, Inc. (structural polyurethane adhesive) / Weber Manufacturing Technologies Inc.
•Material / Process: G83C T700S-24K carbon composite / Vacuum bag, autoclave cure
•Description: This hood assembly is a Class A CFRP part with a very large complex clamshell geometry. The painted Class A outer panel is complemented by an exposed weave inner panel. The part represents the largest Class A carbon fiber composite part provided to a mainstream OEM at volumes up to 3,000 vehicle sets/year. Design, tooling, and fabrication technologies from both marine and aerospace were employed for the first time in automotive to facilitate layup of the complex geometry with severe undercuts. Integrated mounting points using riv-nuts and studs are molded into the inner hood panel. Local section thickness was varied to meet structural requirements. The final part, incorporating fenders as well as hood is 44% lighter than the previous hood-only assembly in SMC, helping improve weight distribution and lower the vehicle’s center of gravity, for better vehicle dynamics and power-to-weight ratio.

Nice Automotive Mould Maker photos

Nice Automotive Mould Maker photos

Some cool automotive mould maker images:

Image from page 97 of “Automotive industries” (1899)
automotive mould maker
Image by Internet Archive Book Images
Identifier: automotiveindust44phil
Title: Automotive industries
Year: 1899 (1890s)
Authors:
Subjects: Automobiles Aeronautics
Publisher: Philadelphia [etc.] Chilton [etc.]
Contributing Library: Engineering – University of Toronto
Digitizing Sponsor: University of Toronto

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Images: All Images From Book

Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
Thereare a great many frames which taper materially in depth.For instance, the Scripps Booth, which is very noticeablein this respect, the depth of the frame being constant foronly a short portion of the length. The Maxwell is an-other example in which the frame tapers considerably indepth. The majority of frames, however, have only slighttaper and this takes place at the extremities. The bottle-neck type has about disappeared and in its place thetapered frame is used to get the narrow front end neces-sary to give narrow turning radius and a sightly frontend. There are not any noticeable steering developmentsexcept perhaps in the lubrication of the parts where prac-tice has been improved in line with what has already beensaid under the head of chassis lubrication. There is, how-ever, a tendency on the part of a great many to use heavieroversize parts. The Hupp has been materially strength-ened in this respect, the steering gear having been entirelyrevised and a larger unit installed.

Text Appearing After Image:
Spring shackle at rear end of Paige rear ,i, ing Front connection of rear spring on Paige January 13, 1921 AUTOMOTIVE INDUSTRIES THE AUTOMOBILE 79 Clutches,Transmissions and Universal Joints By Herbert Chase THERE is little that is really new in the way ofclutches, although some makers have changed thetype employed. Substantially all of the higherprice cars use the multiple disk type running dry andfaced with molded or woven asbestos composition. Thenew Pierce-Arrow chassis is fitted with this type, havingfinally abandoned the cone type, which was standard onchassis built by this company for many years. There areto-day in this country but few makers who continue touse the cone clutch and the tendency both here and abroadis toward the multiple or the single disk type which, asa rule, is smoother in engagement and less apt to causeclashing of gears when changing, because it does not con-tinue to spin so long after disengagement. The plate orsingle disk type is very widely used in this c

Note About Images
Please note that these images are extracted from scanned page images that may have been digitally enhanced for readability – coloration and appearance of these illustrations may not perfectly resemble the original work.

Nice Molds Make Maker China photos

Nice Molds Make Maker China photos

Check out these molds make maker china images:

Stokes Croft – Historical Bristol Street Directory 1871
molds make maker china
Image by brizzle born and bred
Mathews’ Bristol Street Directory 1871

Stoke’s Croft, North Street to Cheltenham Road

www.flickr.com/photos/brizzlebornandbred/5063962403/

One of the shops which was demolished was where Arthur Holborn ran his photography business for about 40 years. He specialised in portraits which bore his elegantly engraved advertisement on the back. Four doors away art of a different type was produced by Thomas Colley, who was a sculptor and his specialities were ‘monuments, headstones, crosses and memorials of all descriptions’. www.flickr.com/photos/brizzlebornandbred/6174492981/

1. H. Lester, register oflice for servants
2. Richard Pearce, teacher of music
3. William Hagen, painter
4. Oliver Sheppy, family grocer
5. William Corbett
6. Miss Jennings, milliner
7. Walton King, wine & spirit merchant
8. J. Bennett, plumber
9. John Rice, teacher of dancing
10. Thomas Colley, sculptor
11. Benjamin Hamilton, music warehouse
12. Miss Moulding, dress maker
13. Mrs W. Cook, teacher of music, etc
14. William James
15. J. Dilke, house painter
16. George Poole, dentist
17. J. F. Davis, undertaker, etc
18. Richard F. Jones
19. Capt. John Way
20. Mrs Broad
21. Joseph Richards, carpenter
22. Richard Slade, painter, etc
23. James Webber

Brooks Dry Cleaners Ltd St Werburghs Bristol www.flickr.com/photos/brizzlebornandbred/2046815682/

24. Henry Bishop, Bevan, vict, Antelope (pub) 1837 – 44 John Thomas / 1847 – 59 William Salter / 1860 – 63 Ann Salter / 1865 – 66 James Ricketts / 1867 – 69 Andrew Lewis 1871 – 76 Henry Bishop / 1877 to 1878 T. Gall / 1879 Charles Tovey & Co. / 1882 – 83 Thomas Sedgebeer / 1885 Eliza Perry 1886 J. Machan / 1887 to 1888 George Thomas Mills / 1889 Charles George / 1891 William Northam / 1892 – 96 Henry Burrow 1899 Thomas White / 1901 Nellie Jenkins.

In the 1880s the consecutive numbering system of Stokes Croft changed to odds on one side, evens on the other. In 1873 Charles Board cabinet maker and billiard table manufacturer was listed at no 20. He was still in the same premises as a billiard table manufacturer in 1906, but it was now no 37. Next door (building in scaffolding) had three different occupiers between 1873 and 1906 – Joseph Richards, carpenter had gone by 1888, replaced by Staffordshire Supply Store and by the 1900s Wall and Co, furniture dealers.

25. G. Evans, flour dealer
26. Waters & Co. wine & spirit merchants
27. William Pepper, hosier, etc
27. Thomas Crew, porter stores
28. James Brown, baker
29. William Thomas
30-31. William Merson, saddler
Charles Latham, attorney
31. John Milton, venetian blind maker
33. William Robins, painter, etc
34. www.flickr.com/photos/20654194@N07/10383609634/
36. www.flickr.com/photos/brizzlebornandbred/9280249203/
39. James Morse & Co. grocers

www.flickr.com/photos/brizzlebornandbred/10380679115/

40. George Stallard Nipper, builder
41. William Chapman, painter, etc
42. Selina Chapman, earthenware dealer
43. Charles Phillips, greengrocer
44. Charles Williams, boot maker
44. Theodore May, dyer
45. Nathan Palmer, soap and candle dealer

www.flickr.com/photos/brizzlebornandbred/10381070043/

46. Thomas Prewett, baker
47. George Gillingham, painter, etc
48. T. W. Lansdown, greengrocer
49. Edward Brown, greengrocer
50. George Pymm
51. John Sprod, grocer
52. Ann Warley, greengrocer
53. Daniel Taylor, smith and bell hanger
54. William Holbrook, fishmonger and poulterer
55. J. C. Hewitt, goldsmith & jeweller

56. Mary Tossell, vict, Little Swan (pub) 1848 – 66 John Tossell / 1866 – 72 Mary Tossell / 1874 – 89 John Jenkins Eastman / 1890 Clara Eastman / 1891 Clara M. Symes 1892 to 1893 Martha Street / 1894 – 1901 Donald Barry / 1904 – 09 George Rexworthy / 1914 Bridget Spencer / 1917 – 25 Albert Alder 1928 – 31 Alfred Scott / 1935 – 37 Jeremiah McCarthy. www.flickr.com/photos/brizzlebornandbred/

57. Charles Taylor, hair dresser
58. William Rokins, greengrocer

58-76 Stokes Croft www.flickr.com/photos/brizzlebornandbred/10383296583/

59. James Hewitt, vict, Swan Hotel Near the corner with Nine Tree Hill the Swan Hotel is still trading, but is now known as the Croft. bristolslostpubs.eu/page195.html

60. Charles Davis, confectioner

Vincent Skinner, horticultural builder

Tucketts Building

On the corner of Ashley Road stands 108, Tucketts Buildings an ebullient example of late Victorian commercial premises. It is said that human bones were dug up in the foundation trenches, probably from the victims of the gallows which once stood here.

The Tuckett’s Buildings 108 Stokes Croft sweep around the Ashley Road corner.

Named after Coldstream Tuckett who developed the site and opened his grocery and provisions shop there in the 1890s. During the excavations two skeletons were found. It was suggested that they were 17th/18th century suicides who, according to the custom of the time, had been buried at the crossroads.

F. Coldstream Tuckett had his grocer’s shop in part of this building until about 1920. He was a member of the Executive Committee of the Bristol & District Grocers’ & Provision Dealers’ Association. When the Grocers’ Federation of the United Kingdom held their Summer Conference in Bristol in July 1900 he was Press Steward and half of the two-man Entertainment Committee.

In 1911 two boys named Cooper and Hardwick were charged at Bristol Police Court with breaking into his premises through Skinners Yard at the back. They stole a bottle of port and some pork pies. The court sentenced them to a birching.

Although a route through Stokes Croft is likely to have existed for centuries earlier, the first reference is in a deed of 1579. The land is recorded as a field containing one little lodge, a garden and pasture, with a footpath running through the grounds. In 1618, the city received 6d for mending holes in the stile.

61. T. J. & J. F. Perry, carriage builders
62. Charles S. Davey, corn and flour dealer
63. Pugh and Son, grocers
64. James Kebby, butcher
65. M. A. Alexander
66. John Smith, porter stores
67. Isaac Thomas, bookseller
68. Thomas Mann, tailor
69. J. Sampson, boot maker
70. James Melhuish, pork butcher

71. E. J. Hatherley, builder, Stokes croft house www.flickr.com/photos/brizzlebornandbred/6174888582/

72. Edwin Peacock, chemist
Baptist College – Rev. Dr. Gotch
73. Joseph A. Cortisi, confectioner
73. George Park, toy warehouse

76-74 Stokes Croft www.flickr.com/photos/brizzlebornandbred/10382901475/

74. John Parry, boot maker
75. J. Greenham, tobacconist
76. Misses Wallington, fancy repository

www.flickr.com/photos/brizzlebornandbred/10381417373/

77. Miss E. Wallington, milliner
78. J. Cluett, china warehouse

(North Parade)

6. A. Willis, butcher
5. Eleanor Ford, fancy draper
4. Robert G. Whiting, boot maker
3. George A. Peacock, fishmonger, etc
2. S. Palmer, spirit dealer
1. John Howe, boot maker
1. W. Greening, druggist

(City Road Intersect)

Foll and Abbott, Stokes Croft Brewery www.flickr.com/photos/brizzlebornandbred/10383594583/

77. Charles and Wakefield, tailors, etc
78. George Nelson Naish, boot maker

www.flickr.com/photos/brizzlebornandbred/10381553633/

79. W. H. Hawkins, plasterer & painter
80. S. Bruton, music warehouse
81. Henry O. Richards, boot maker

82. Robert Tyler, wine & spirit merchant www.flickr.com/photos/brizzlebornandbred/10380482016/

83. J. W. Sane, ladies’ outfitter
83. Frederick Calder, confectioner
84. Anthony Power, berlin and fancy depository

85. W. J. Exon, baker www.flickr.com/photos/brizzlebornandbred/6174410583/

86. Charles Tovey & Co, wine merchants
87. A. M. Withers, ironmonger
88. Francis Virtue, bookseller
89. John Parnall, ladies’ outfitter
90. Unitarian Almshouses & School

Stokes Croft School www.flickr.com/photos/brizzlebornandbred/2049372251/

91. Isaac Simmonds, plumber, etc
92. John H. Diggs, tobacconist
93. Sarah Mountjoy, fancy depository
94. George King, grocer
95. Edward Hunt, ironmonger, etc

Walter James Hooper & Co. fish and poultry market. www.flickr.com/photos/brizzlebornandbred/10381994874/

97-99. www.flickr.com/photos/brizzlebornandbred/10381685406/

101. The Post office www.flickr.com/photos/brizzlebornandbred/10382010883/

Stokes Croft Court, 28, Stokes Croft

Stoke’s Croft Place, Stoke’s Croft

Mrs Spurse
Catherine Parsons
Alfred Jones
John Weeks, 2, Vine cottages
W. C. R. Bailey, 1, Vine cottages
Mrs Duance
John Pottow, farrier

Notes

Ann Barnes – Wife of Mr Barnes wheelwright living near Stokes Croft turnpike Died January 11th 1816 in 22nd year of her age of consumption.

William Chaffe 1753 Died ‘of lunacy’ Inquest held at Full Moon, Stokes Croft

Joseph Church of Newfoundland Gardens, fell down a flight of steps in Stokes Croft in December 1847 and fractured his leg. Admitted to Bristol Infirmary.

Mr Fry Schoolmaster of Stokes Croft married Mrs Dickson of Broad Street at St James’ Church on Friday Nov 7th 1766.

Joseph Glascodine 1793 carpenter and millwright, Stokes Croft.

Edward William Godwin 1833-1886 Born at 12 Old Market Street, alter living at 21 Portland Square. One of his best-known designs is the Carriage and Harness Factory in Stokes Croft.

George Longman of Stokes Croft., married Mrs Mary Clampit of Catherine Place February 3rd 1829.

William Morgan – Recommended for receipt of parish relief (St James) in 1814. He was a tailor with a wife and 4 children who had worked for John Rice of 23 Stokes Croft for some years. Rice could no longer employ him due to ‘work being dead’.

Henry Parker, cab driver, he was charged at Bristol Police Court in January 1899 with ‘furious driving’ in North Street and Stokes Croft. As he had been in trouble before he was fined 10s and costs.

Samuel Parry (d. 1839) Aged 88, of Stokes Croft was buried at St Paul, Portland Square on January 20th 1839.

James Sadler 1753-1828 Originally from Oxford where his family had a confectionery business. Interested in engineering and chemistry. Made several balloon flights before his ascent from Stokes Croft in Bristol on September 24th 1810., accompanied by William Clayfield Watched by a large crowd the balloon rose up and was carried over Leigh Down, where they dropped a cat in a basket attached to a parachute. (The cat was rescued by a watching limeburner. The balloon eventually landed in the Bristol Channel near Lynton.

John Stoke, Mayor 1364, 1366 and 1379. His will was proved in 1382. Stokes Croft, originally known as Berewyke’s Croft was named after him.

Isaac Van Amburgh, Lion tamer, who gave an exhibition at Bristol Zoo in July 1839 and met with an ‘accidental injury whilst thrusting his hand into a lion’s mouth’. A newspaper report stated that he was completely recovered and would give some more performances before continuing with his tour. This was no means his only visit to Bristol. In August 1842 there were newspaper reports of how he ‘made an entrance into the city driving 8 beautiful cream coloured horses in hand’. The procession of vans was accompanied by an elephant. And made its way to Backfields, Stokes Croft where a spacious pavilion was erected.

Archy Walters, Elder of two young brothers who walked from Stokes Croft to Horfield and lost their way in the fields as night fell. As it grew colder and colder they took shelter under a hedge and Archy wrapped his brother in his own clothes to keep him warm. They were found next morning, but too late to save Archy, although his brother survived thanks to his selfless act.. References: Memorial stained glass window in Horfield Parish church,

Wimble (d. Nov 1766) Died at his house in Stokes Croft.

Schools

Misses Armstrong’s Boarding School for Young Ladies, Wellington Place, Stokes Croft Listed 1847.

Mrs Baker’s School for Ladies, 4 Wellington Place, Stokes Croft. Mrs Baker gave the establishment her ‘strict personal attention’ according to newspaper notice of 1830 which stated that teaching was ‘conducted on a plan approved by men of learning which renders abstruse studies comprehensible and entertaining’.

Churches

Stokes Croft Chapel, Stokes Croft (Christian Brethren) This was originally a skating rink and was purchased on 8th July 1879 by the ‘friends worshipping in Bethesda Chapel and Salem Chapel St Augustine’. It was fitted up as a place of worship in lieu of Salem, which was then vacated. It accommodated 500 people and was ‘neatly fitted up at the expense of £500-600’.

Businesses

Wyndham Lewis, 102 Stokes Croft Baker and Confectioner.

Massingham – Red House Boot Stores, 77 Stokes Croft. trading in 1901.

W E Pritchard, 95 Stokes Croft. Fishmonger & Poulterer. Trading in May 1901.

E K Vaughan, 56 Stokes Croft, Jeweller and Watchmaker Trading May 1901.

New Zealand quotations (3)
molds make maker china
Image by PhillipC
Ronald Allison Kells Mason was born in Penrose, Auckland, on 10 January 1905, the son of Francis William Mason and his wife, Jessie Forbes Kells. His father, a perfume maker, died of an accidental overdose of opium in 1913 and he and his elder brother were sent to live with an aunt, Isabella Kells, in the south Waikato settlement of Lichfield. She taught the boys until 1915, when Mason returned for one year’s primary schooling at Panmure before attending Auckland Grammar School from 1917 to 1922 (in 1919 and 1921 for only one term each year, apparently for economic reasons). He distinguished himself in English and Latin, and began writing verse. His translation of Horace’s ‘O fons Bandusiae’ (‘O fair Bandusian fountain’) was evidently a class exercise done in the fifth form. In that same year he first encountered A. R. D. Fairburn, with whom he formed a close association over the next decade.

Soon after leaving school Mason took a position as a tutor in Latin, economics and civics at the University Coaching College, a private tutoring school where he was to be employed for six years. In 1923 he prepared a handwritten collection of poems which he named ‘In the manner of men’. This was followed in 1924 by his first published volume, The beggar , which contained versions of many of the poems written during his school years. They are precocious, often morbid poems that reflect the highly rhetorical styles of the Victorian poets, but some are of lasting value. The beggar found almost no market in New Zealand. It did, however, reach the English anthologist and editor Harold Monro, who reprinted two of its poems in the 1924 issue of the Chapbook , and two more in the 1929 anthology Twentieth century poetry .

In 1925 Mason published a pamphlet, Penny broadsheet , containing five further poems. In 1926 he enrolled at Auckland University College, majoring in Latin and French. He studied full time that year and from 1928 to 1930, eventually graduating BA in 1939. Mason evidently continued to support himself by tutoring until near the end of his full-time studies. He continued to write poems, some of which were published in the local newspapers, the Sun and the Auckland Star , and wrote several short stories, published in Kiwi , the Phoenix and Tomorrow ; He also drafted two novels, which remained unpublished.

After completing his full-time studies he worked for a season in Lichfield as a harvester before returning to Auckland to a variety of labouring jobs, and to close association with friends active at the university. In the first months of 1931 he travelled to Tonga and Samoa to study the conditions on those islands, and particularly the circumstances of the Mau uprising in Samoa. This trip he described as beginning his disillusionment with New Zealand nationalism, which was to culminate in 1947 with the publication of the pamphlet Frontier forsaken: an outline history of the Cook Islands .

Between 1931 and 1933 Mason contributed regularly to Kiwi and to the Phoenix , a student publication printed by Bob Lowry at Auckland University College. The first two issues in 1932, edited by James Bertram, emphasised cultural and aesthetic issues. Mason assumed the editorship in 1933; under him the third and fourth issues had a more directly political emphasis, and the magazine’s controversial nature made it the focus for attack from the conservative press.

By this time Mason’s interests had clearly moved from the poetic to the political. Although he was to publish three books of verse in the next 10 years, all but about 12 of the poems eventually collected under his name had been written by 1933. No new thing (1934) contained 25 poems from 1924 to 1929. The book was printed by Lowry at the Unicorn Press, but problems with binding meant that only a few copies were issued for sale. Mason retained his business association with Unicorn for a short time, but the Caxton Press published his poems from then on. End of day (1936) printed five new poems, and a further five were included in Caxton’s Recent poems (1941). This dark will lighten: selected poems, 1923–41 was Mason’s first substantial selection of his work and the first to make it widely available. In it he stripped down the typography and punctuation, making increasing use of the hanging indent that he had first used a decade before, and paring down the rhetorical diction and flourishes of some of the earlier poems.

Mason’s writing after the mid 1930s was mainly political journalism and didactic plays for the stage, radio and dance theatre. At least 10 plays were written; two were published separately, Squire speaks in 1938 and China: script…for a dance-drama by Margaret Barr in 1943. He wrote political and social commentaries extensively, using both his own name and ‘PWD’. He published in Tomorrow , the Workers’ Weekly and the People’s Voice , the communist weekly newspaper. When this was banned by the government in 1941, Mason edited, printed and published its successor, In Print. He was briefly the publisher of the revived People’s Voice in 1943–44 and then publisher of Challenge , the weekly journal of the Auckland District Labourers’ Union. He is also recorded in 1950 as the publisher of a union paper, Congress News , the journal of the New Zealand Trade Union Congress. He made another trip to the Pacific islands prior to the publication of Frontier forsaken in 1947. In the years immediately after the war he was a strong advocate of the establishment of a national theatre.

Ill health forced Mason into semi-retirement in 1956, though for several years he continued to work a little as a landscape gardener. In that year he welcomed a troupe of the Classical Theatre of China to Auckland, and in 1957 he was a member of a New Zealand delegation invited to the People’s Republic of China.

In 1962 Pegasus published his Collected poems. The book drew together all the published and unpublished poems he wished to retain, while the last of the earlier poems were revised for republication. In the same year he held the Robert Burns Fellowship at the University of Otago. Three poems were printed in the students’ association’s Review and ‘Strait is the gate’, a play with strong Otago themes, was performed and later recorded for radio. Also that year, on 27 August, he married his long-time companion Dorothea Mary Beyda (known by her maiden name of Dorothea Mould). They remained in Dunedin until 1965, when they returned to Auckland, living in Takapuna where Mason taught part time. In 1969–70 the New Zealand Literary Fund Advisory Committee discussed a recommendation that a pension be paid to him in recognition of his achievements, but he died on 13 July 1971 before this could be done. He was survived by his wife.

In his own lifetime Mason was respected for his commitment to the trade union movement, and for his dedication to the principles of Marxism as a political philosophy. Although it is as a poet that he is deservedly best remembered, the ethical and existential questions that the poems confront seem to have been answered for Mason by his espousal of Marxist principles, and the transferral of energy from poetry to politics in the mid 1930s was a part of this process. Mason’s poetry was humanistic and sceptical, concerning itself with the quest for purpose in a universe which appeared to be essentially mechanistic or godless. The earlier poems are frequently concerned with a sense of despairing mortality, and a feeling that the poet is the plaything of history. The later poetry, often focusing on the figure of a secular suffering Jesus, who is human rather than divine, poses dramatised questions about the consequences of ethical choice and the problems faced by the good man in a morally indifferent society.

Stylistically and thematically much of Mason’s poetry marks him as an inheritor of the Victorian tradition, although equally he was influenced by the Georgian practices of his time. His work stands somewhat apart from the more overtly nationalistic writings of his contemporaries, though he shared with them a sense of romantic alienation and a view of poetry as primarily a morally instructive art. His poems from The beggar on also mark the beginnings of serious modern poetry in New Zealand, and his best poems remain numbered among the finest in New Zealand literature.

Benn & Adelaide Pitman Bedstead
molds make maker china
Image by elycefeliz
www.discoveringthestory.com/goldenage/bed/background.asp

This mahogany bedstead was designed by Benn Pitman on the occasion of his marriage to his second wife, Adelaide Nourse. Adelaide carved the decorative motifs on the bed, which was made for the Pitman home on Columbia Parkway. The interior of the home was decorated with carved floral and geometrical motifs based on native plant life. Everything in the home was carved by hand, from the baseboards to ceiling moldings and all its furniture.

The bedstead is Modern Gothic in style and is composed of a headboard, footboard, and two side rails. The headboard is divided into three sections: two lancet panels with egg molding and a central trilobate arch. The central panel is carved with a flock of swallows flying in the evening sky. The birds are depicted in various stages of relief, some nearly four and a half inches from the headboard. Others are shown in low relief to suggest a sense of depth. Just below and to the right of the birds is a crescent moon in low relief. Hydrangea blossoms in high relief are carved into the lower section of this panel. In the lower left is a carved inscription that reads, "Good night, good rest." Extending above this is an arched hood that is carved with four panels of overlapping daises. The four finials of the headboard are carved in the shape of wild parsnip leaves.

In the two lancet panels on either side are painted images of human heads on gold discs representing night and morning. These panels were painted by Elizabeth Nourse (1859-1938), Adelaide’s twin sister, who was an internationally acclaimed painter. To the left is Morning, surrounded by painted white azaleas. To the right is Night, surrounded by balloon vines. The corners of these side panels are carved with stylized leaves and berries.

This bed, which occupied the Pitman’s bedroom, was meant to symbolize and celebrate sleep. Soon after its completion, it received much acclaim and was exhibited in 1883 by the Pitmans at the Fifteenth Annual Exhibition of the Work of the School of Design of the University of Cincinnati and also at the Cincinnati Industrial Exhibition. In 1909 the bedstead and the rest of the bedroom were described in the Cincinnati Commercial Gazette: "It is such a room in which a sufferer of insomnia would totter drowsily upon entering. The entire combination is made to symbolize "night" and so faithfully is repose portrayed that sleep nearly overcomes one within the door. The bed is a masterstroke of human genius…and the entire combination seems covered with such a consistent nocturnal veil as to make the words "good night" at the bottom quite unnecessary."

72.249.182.183/collection/search.do?id=15453&db=objec…

Artist/Maker Benn Pitman (American, b.1822, d.1910)
Elizabeth Nourse (American, b.1859, d.1938)
Adelaide Nourse Pitman (American, b.1859, d.1893)
Date 1882-1883
Medium American black walnut and painted panels
Credit Line Gift of Mary Jane Hamilton in memory of her mother Mary Luella Hamilton, made possible through Rita S. Hudepohl, Guardian

Benn Pitman, an expatriated Englishman, arrived in Cincinnati from Philadelphia in 1853. Although trained to be an architect, he traveled to America to promote the phonetic shorthand system developed by his brother Sir Isaac Pitman. Sometime between his arrival and 1872, he developed an extraordinary interest and skill in woodcarving. Pitman embraced the Aesthetic Movement and turned to nature for inspiration.

In 1872, carved furniture, doors and baseboards made by the Pitman family, including his wife, Jane, and daughter Agnes, were exhibited at the Third Cincinnati Industrial Exposition.

He taught woodcarving at the School of Design of the University of Cincinnati (later the Art Academy) from 1873 to 1892. He also invented an electrochemical process for relief engraving (1855), was court recorder for the Lincoln assassination trial (1865) and wrote a biography of his brother (1902).

Adelaide Nourse Pitman, the twin sister of Elizabeth Nourse and youngest of ten children, was born on October 26, 1859, in the Cincinnati suburb of Mt. Healthy. Her parents had moved to Cincinnati from Massachusetts in the early 1830s. Her father, a banker, suffered serious financial losses after the Civil War. As a result of this loss, the girls were required to support themselves. The twins enrolled in the University of Cincinnati School of Design, which charged only minimal tuition. While at the University, Adelaide joined Marie Egger’s china painting class and began several years’ study of wood carving under Benn Pitman. She worked on the carving of the Cincinnati Music Hall organ screen, carved a number of architectural elements for the interior of the Ursuline chapel in St. Martin, and received a silver medal at the 1880 Cincinnati Industrial Exposition.

On August 10, 1882, Adelaide married Pitman in Sandusky, Ohio. She was twenty-two and he was sixty. After their marriage, she continued to work, under his supervision, in copper, silver, and brass, as well as on decorative wood carvings for the Pitman home on Columbia Parkway.

In 1883 she gave birth to her first child, who died in infancy. The couple’s second child, born July 5, 1884, was named Emerson. The third and final child born to the couple was their daughter, Melrose, born on November 5, 1889.

Tragically, Adelaide Pitman died on September 12, 1893 of tuberculosis. She was only thirty-three years old.

Elizabeth Nourse was a painter, sculptor, wood-carver, etcher, illustrator and decorative artist who achieved her greatest success after 1887 as an expatriate in Paris. Born a twin in Mount Healthy, she enrolled in 1874 at the Cincinnati University School of Design, graduating in 1881. She had planned to continue her studies in New York, but with the death of her father and the marriage of her sister, Adelaide, to furniture-maker Benn Pitman her plans changed.

Nourse studied for a few months at the National Academy of Design and from 1883-86 worked as a portrait painter spending part of each summer sketching and painting in the mountains of eastern Tennessee. It was the local people who would become her subjects. In 1887 she exhibited four watercolors at the Cincinnati Industrial Exposition and soon after she and her older sister, Louise, left for what was to be a visit to France. They spent the rest of their lives abroad.

www.cincinnatiartmuseum.org/

Nice Automobile Plastic Parts Suppliers China photos

Nice Automobile Plastic Parts Suppliers China photos

A few nice automobile plastic parts suppliers china images I found:

2008 Saturn Astra XR
automobile plastic parts suppliers china
Image by DVS1mn
*******************************************************************************
Click here for more car pictures at my Flickr site.

Or here for my Car Crazy Tumblr site.

Jerry Flint’s 2001 speech on General Motors

Jerry Flint’s 2001 speech to engineers and technicians at General Motors’ Milford Proving Ground.

(With thanks to Paul Eisenstein, editor of TheDetroitbureau.com, who provided this copy from his files.)

There was an auto executive, he was a very high-ranking GM man. You all know his name but I won’t mention it because it might embarrass him. He’s not at General Motors anymore.

I once asked this man what he would do if he found himself the chief executive of General Motors. He said, and I quote, "I would fire 1,000 executives." I’m not sure whether it made any difference to him which 1,000 executives, if he had anyone in particular in mind, or any thousand would do. I just tell you this to start things off.

Fasten your seatbelts. It’s going to get bumpy.

This talk will be divided into four sections. In the first, I will tell you something about myself. That’s long. In the second I will tell you the mistakes General Motors has been making. That’s longer. In the third part, I will tell you why General Motors makes these mistakes. That’s short. In the fourth part, much shorter I am afraid, I will suggest what you can do about it.

I was born in Detroit, in the city, in 1931. We lived on Willis between Second and Third, a few blocks south of Wayne University, which was a city university back then.

I went to the neighborhood schools, tough schools; it was a workers hillbilly neighborhood. As a boy, my father and I would walk miles from our apartment to the Fisher Theater to see the movies, and we walked to save the nickel busfare. We would always stop at the General Motors building to look at the cars, and the models. They used to have a contest. Young people would enter futuristic car designs, or make a copy of a Louis the 14th carriage. I loved that GM display, and dreamed of the day we would have a car.

We moved uptown and I went to Central High School, where by the way, a classmate was Sander Levin, now a member of the House of Representatives and brother to Carl, your senator. Then I came Wayne University, worked as a copy boy on the Detroit News, as a writer for Motor News, the AAA magazine and on the college daily. When I graduated after 3 1/2 years, in 1953, I enlisted in the U.S. Army. The Korean War was on but I served in Europe, in intelligence, in what we called the Army Security Agency.

When I came home in 1956, I joined the Wall Street Journal in Chicago, and in 1958 transferred to Detroit. I worked for the Journal in Detroit until 1967, when I became the New York Times bureau chief in Detroit and I held that position until 1973, when I transferred to New York for the Times, working the national news, then as a financial editor, then the national labor writer. In 1979, I joined Forbes magazine as its Washington bureau chief, and in the 1980s transferred to New York where I worked in various jobs, including assistant managing editor. I retired in 1996, but now write columns, six a month, one for Forbes Magazine monthly called Backseat Driver, plus a weekly column for Forbes.com, plus as monthly column for Ward’s Auto World, the Contrarian, and a monthly column for The Car Connection.com.

I haven’t just written about cars. I’ve covered politics, and am mentioned in "The Making of the President," 1968, by William White. Along the way I’ve done some foreign reporting, chasing Communists in Central America during the Carter/Reagan years. I’ve swung through Africa, Somalia, Nigeria, Angola, South Africa.

Recently I was named one of the top 100 financial journalists of the century by TJFR, a financial journalists group. I was ranked along with the likes of Ida Tarbell (the great muckraker who brought down the Standard Oil Trust), B.C. Forbes (founder of Forbes Magazine), Barney Kilgore, the creator of the modern Wall Street Journal. I tell you this so you will understand that I just may know what I am talking about.

As to the auto business, I was there when Ed Cole created the Corvair and there when John DeLorean created the GTO that Ronny and the Daytonas sang about. I was there when Karl Hahn taught us to "think small" about his beetle-shaped Volkswagen, and I was there when George Romney brought forth the compact Rambler and slew the dinosaurs in the driveway. I was there when the Edsel was born, and when Bob McNamara of Vietnam fame created the little Ford Falcon, the first car to really kick Chevy since the 1920s. And better yet, I was there when Lee Iacocca introduced his Mustang. I was there when Soji Hatori brought Toyota here. Soji, by the way, dumped his Japanese wife and married an American blonde in a blimp over Los Angeles. I was there when Studebaker owned rights to distribute Mercedes cars in this country, and I was there in Utah when Sherwood Egbert sent his lovely Avantis racing across the Salt Flats in a last doomed effort to save Studebaker.

I drove Ralph Nader into Detroit from the airport when he came with his new book, "Unsafe at Any Speed," and I knew Haagen Smit, who explained smog, and Bill Mitchell who knew how to make cars look long and low for General Motors. I was there when Lee (Iacocca) saved Chrysler with his K car and the minivan, and yes, I advised my readers to buy Chrysler stock when it was at 7 on its way down to 3. I was there when Tom Gale and Bob Lutz did cab forward (car design), and saved Chrysler again, and yes, I told my readers to buy Chrysler again at 10.

I do all this name dropping so you know that I know the difference between cars made of steel and cars made of clay, and more important, that I know the difference between men made of steel and men made of clay.

OK, end of Part 1. Now I am going to talk about General Motors.

You won’t like what I have to say.

You are badly led, with an organization that just doesn’t work.

I’m going to prove this to you, and my proof is an unparalleled number of errors, mistakes and failures.

This isn’t a new theme with me. In Wards Auto World of May 1998 I raised the question of GM strategy. I noted that you had a strategy board that didn’t know anything about auto strategy

I wrote that your strategy board had decided that luxury sport-utility vehicles had no place in the company’s own Cadillac division, thereby going about as far as anyone could to destroy Cadillac. This isn’t hindsight. Mercedes, BMW and Lexus all understood what was happening at the same time that GM rejected a Cadillac SUV, and they created SUVs, and so did Lincoln.

Quoting from that column on Saturn: "The board is taking seven years to get Saturn a second car, (it really took 10 years) thereby leaving its most warm and fuzzy division to wallow in a small-car depression. Instead of investing in success, this board starved it."

You know, they took away the Saturn’s product engineers. They are out to make Saturn into another Oldsmobile. Look at the LS launch. First, the idea of forcing Saturn to use a German platform designed for a metal body on a car with a plastic body is ludicrous. It cost more and took longer to do than to get a completely new platform for Saturn. Then the car design was completely undistinguished, and the actual launch was the worst I have ever seen in 40 years. The result is that sales are one-third expectations in the first year and the factory lost a shift. I figure that is a 0-million-a-year loss.

This is the board that has never updated and will soon kill the Camaro. That should take a good part of the excitement from Chevrolet. GM executives don’t seem to understand that the art in the auto business is building desirable vehicles, not killing models and closing plants.

Your strategy board completely missed the trend to car-based all-wheel drive vehicles, and is years behind the Lexus RX 300, the Honda CR-V and the like. Even Ford is in production of the Escape. How many more years must we wait for such a GM vehicle?

Now let’s go beyond that 2 1/2- year-old article:

Your management built an all-new pickup truck without four doors, when Dodge and Ford and Toyota all had four-door big pickups. To this day, no one at GM admits to have made that decision. It must have been someone they promoted. How could they build an all-new vehicle with three doors when they knew their competitors would have four?

How could they be a door short on an all-new vehicle?

Your company still doesn’t have a four-door small pickup. That is unbelievable. Ranger creams them. If Dodge Dakota had the capacity, it probably would outsell the Chevy S-10. I asked one of your highest-ranking executives why no four-door S-10. He explained that since a new S-10 was coming a few years down the road, they didn’t want to spend the money. Your people never, it seems, have heard the word "competition." Now about a month ago you did begin production of a Chevy S-10 Crew Cab. That is a type of four-door, but different from the usual design. In fact, this is a vehicle you build in Brazil, so you could have produced it here earlier. And it is priced ,000 above the two-door.

I’m sure they will sell some, but why are they years late in matching the competition? There is only one answer: incompetence.

Just to repeat what I am doing now, I am listing dumb decisions by your management that proves they know nothing about the auto business.

The EV-1. I am all for experimentation, but to spend 0 million to 0 million for a two-seater with a 40-mile range, are we out of our minds? That is the greatest car disaster ever, covered up by the press because it’s a green disaster. The EV-1 makes the Edsel look like a bases-loaded home run in the last of the ninth of the seventh game of the World Series.

Once the then-chief executive of your company, Jack Smith, said to me, and I quote, "You don’t think we can do anything right." I told him that I did think they did one thing right; they did a good job cutting manufacturing costs. And guess what? They’ve fired the man who did it, Don Hackworth.

And talking about strategy boards, did you know that the chief of design is not on the GM global strategy board, but your vice president of human resources is? That’s right: the global strategy board, the head of design isn’t on it but the head of the employment office is. Go figure.

Brand marketing. I don’t think much of brand marketing theories. To me they are just a way of avoiding the idea of building a better product. I suppose that if your idea of a new model change is putting six more raisins in a box of cereal, then brand marketing might be important. But even if I did believe, the idea that every single car model is a brand is incredibly dumb. No one in the industry believes this, except at GM. The idea that Chevy Impala is a separate brand, that Chevy Monte Carlo is a brand, that Cavalier is a brand, that Malibu is a brand is nutsy coo-koo. You can’t have 75 brands within GM. It won’t work, but it has been the GM strategy. And what’s the result of this strategy? Falling market share every year this management has been in power.

Look at the numbers. Your management has lost an average 3/4 of a percent point of market share very year, from 35% to down toward 28% this year. My belief is that you are headed to 25% of the market. I would also predict that before long someone high will "take the fall" for this loss, which I put directly on the top management and its theories.

Supplier relations: Your company has the poorest supplier relations in the industry, and a reputation of mistreating suppliers, of trying to beat down their prices unfairly. If someone comes up with a great innovation, GM is the last company it will try to sell it to for these reasons. I have had the CEO of major suppliers say this. Yet this is how your management does business.

Another disaster was the strike of 1998, which cost GM, I believe, better than billion in profit. General Motors provoked that strike. Look, I covered the UAW in Detroit. I knew Walter Reuther and Leonard Woodcock and Doug Fraser. I knew the company negotiators like Malcolm Denise of Ford and Earl Bramlett of GM. I was the labor writer of the New York Times. GM deliberately proved the strike. I’m not saying that was wrong. It is OK to provoke a strike, and GM had some justification But when GM was 24 hours from winning, the company surrendered. Apparently GM decided that winning would hurt the UAW’s feelings. Why provoke a strike unless you intend to win? Why surrender when victory is in your grasp. At a cost of billion. The performance of your management was unbelievable here.

How about the dealer ordering system, which was installed by present management? The company has been in business since 1907, and it sets up a system that keeps dealers from getting the cars they need. This cost GM one-half of a percent of market share, which is 85,000 sales, or billion in sales. How could your management install an ordering system that didn’t work? How?

Fit and finish. Look, the quality of your fit and finish is the worst in the industry, excluding Koreans. Your executives know it, too, but what are they doing about it? I’ll know they are doing something when an executive vice president is given the public responsibility of improving fit and finish, and his bonus is on the line.

The dealers. You want to know something? The only reason you are still selling 28% of the market is your dealers. The biggest distribution system in the business. And your management hates them. They actually announced a plan to buy 15% of the GM dealers, to go into competition with their own dealers, and then when the dealers blew up, your chief executive said he didn’t know anything about it. Well, GM is disorganized but I don’t believe that Roy Roberts invented and publicly announced a billion-dollar acquisition plan all by himself.

Sorry.

Design: What do you want me to say? GM invented car design: Harley Earl, Bill Mitchell. I knew some of these people. Now, you have the Aztek.

For God’s sake, why couldn’t they hire somebody. Ford did, Chrysler did, Mercedes and BMW did, they all do (not the Japanese. Their designers really are Japanese). Now GM did hire someone from the outside, a French woman from Renault. Now I like French women, and I wish her well, I am sure she is talented. But please explain to me who buys French Renaults besides the French … and a few Spaniards. Who? Nobody. Why can’t GM find an American who understands the American culture, and who can create a PT Cruiser, or a Thunderbird? Why do they hire a foreigner?

I ask you, if you didn’t work for GM, would you drive a GM car?

Let’s get specific: How about that pickup truck design. You know, that’s where the money is, the T800 platform. The pickup is the heart of it. You used to be No. 1 in pickups, now you are behind Ford F-150 and Dodge Ram has scored big off Chevy. So you designed a new truck, darn good truck, too, except for the rattles. But when it came to design, they made it look like the old one. You know why? Because instead of relying on your designers to design a modern-looking truck, you took the designs to focus groups, and they picked the old look. So your new truck looks dated when it comes out, and in a couple of years will really look dated. And as noted earlier, they forgot to put four doors on it at first. These are the reasons I believe your Silverado sales are less than expected, why you are rebating it.

Then we have the Pontiac Aztek. I’m not going to dump on it, and I hope it catches on. I hear it’s a dud, but you never can tell. But I have never, never seen such dislike of a vehicle design, never.

Look, even the future stuff, the show cars, they just don’t look right. I know it and you know it. Why hasn’t this management done something about it?

Oldsmobile: Look, Olds is dead. Your management is saying that they did everything possible and it’s up to the dealers and the customers to save Olds. Those are code words. Figure five years and gone. They did give Olds new product, but it was product without any design distinction, without any engineering firsts, a new engine that wasn’t better than the competition, and mediocre quality and inexperienced leadership. Hell, they fired the experienced leadership. Remember the Rock, John Rock? The head of Olds today used to sell Alpo dog food. You figure it out. Five years and dead. Why five years? It’s a legal strategy. Starve it to death so sales fall, so we can’t be sued.

Cadillac. Let’s not go over 15 years of disaster. Let’s just say that I’ve seen the new Catera, to be built in a new plant in Lansing. But where’s the new motor? The old German motor was one of the Catera problems, and they are putting that old engine in the new car, maybe with a horsepower boost. That’s not the way to save Cadillac. The car needs a great engine and it doesn’t have one. And I understand that rushing out the Escalade was to save the dealers, but in the long run it reinforced the idea that Caddy is a Chevy with thicker leather. BMW builds an all new X-5. Mercedes builds an all- new ML 320. Caddy gets a redone Tahoe. If they could create new vehicles, and even new factories, why couldn’t GM? Some management.

True story: One of the most important businesswomen in America decided to buy an SUV. Her name is known to all of your directors. She’s big. She asked a friend of mine if he could get her some to test drive. He said he could and would get her a Cadillac Escalade.

She said to him, and this is the quote: "Don’t insult me."

The Escalade isn’t a bad vehicle. It’s quite OK. But the prestige of Cadillac is so low that a well-known person says that being offered a Cadillac to drive is an insult.

Which brings us to Powertrain. Would someone tell me what Powertrain has been doing for 20 years?

You know, a while back GM was the greatest engine maker in the world, the greatest. Then some jackass stuck Chevy engines in Oldsmobiles. Instead of saying, we’re sorry, it will never happen again and firing the idiot, GM solved the problem by eliminating divisional engines and setting up one big engine operation, Powertrain.

In my lifetime, in my lifetime, GM Powertrain has never turned out a world-class four-cylinder engine in North America. Never.

The best Six, the 3800, is as old as Methuselah, so they are trying to sell an ancient engine to a generation that doesn’t want a two-year-old computer. There’s a little four-cylinder engine in the ,000 Toyota Echo that has more technology than any GM engine today. Your first engine with variable valve breathing, comes out next year. Let’s hope they can build it. The Japanese and Europeans have been building them for years; that’s why they are good now. We’ll see what happens to your new variable valve engines next year.

All you hear is Northstar Northstar Northstar. BMW, Mercedes, Toyota, Honda wouldn’t have Northstar in their cars. No variable valve breathing. What GM needs is a new small block V8. Where is it? Don’t ask me.

In fact, you are buying a six-cylinder engine from Honda for Saturn. Saturn was created to prove that Americans could build as good a product as the Japanese. Now they are buying Honda engines for Saturn, which proves that this management not only can’t build a better engine, it’s given up trying. In heaven you can hear Ed Cole and Boss Kett sobbing. GM has to buy engines from a competitor

They don’t even have a five-speed automatic for their own cars which are front-wheel drive. They are getting one, when the competition is getting six-speed automatics. GM will get its five when the competition is getting a six-speed. Actually, GM did make five-speed automatics for rear-wheel drive cars and sold them to your competitors. Believe it or not, you helped your competitors whip you.

This management is so inept that its own wholly-owned subsidiary, German Opel, revolted. Did you know that? The board of directors of German Opel, appointed by GM, revolted. They blamed Detroit for stripping Opel of resources for GM’s globalization, thereby wrecking Opel quality. The American head of Opel, Dave Herman, agreed with the Germans, so GM in Detroit, in effect, fired him, ordered him transferred to Moscow. The German board said no, you can’t fire Dave Herman unless we say so. Unprecedented. It took a half-year to straighten this out, and they are still mad.

And while we’re on this, how about this "alliance" strategy? GM spent billions buying 20% of Suzuki, half of Isuzu, 20% of Fiat, 20% of Subaru. Remember, I’m supposed to be a good financial reporter, voted one of the century’s best.

Well, this alliance strategy makes no sense at all to me. Did you know GM has owned part of Isuzu since 1971, that’s 29 years? What have they gotten from it? They’ve been in Suzuki since 1981. 19 years. What have they gotten from it? In profits? Nothing. They get to sell the Geo Tracker. They don’t even get the good Tracker. You get the old one. Billions down the ratholes and they call it a strategy. Well, it is, a losing strategy.

Here’s an aside:

This year’s General Motors annual report said, "It’s no secret that, in recent times, General Motors has been thought of by some as the ‘product laggard’ in the industry. We don’t think that description has ever been fair. However, that image is going to change."

Well, I’m the one they are talking about. And they say it isn’t true but it’s going to change. Why, with the same people leading the team? They are doing the best they can. It just isn’t good enough.

The other day I saw the new SUV the GMC Envoy. That’s the new Jimmy, like the new Blazer will be called the Trailblazer. That Envoy looked good, darn good. But the version I saw had only two rows of seats, no third-row option. GM will build an extended-wheelbase version for a third seat. That extended-seat version will be the same length of the GMC Yukon that has a third seat. You’ve got to understand, the extended-wheelbase Envoy and the Yukon, both the same length, will sit three feet apart in the showroom.

Why do that? Why not build one Envoy, an inch or two longer if need be, with an optional third seat. If it’s not comfortable, the salesman sells the Yukon. You know, that is what Ford is doing. The new Explorer will have a third-seat option, with no 0 million spent for an extended wheelbase version.

The same thing will go for Chevy extended-wheelbase Trailblazer and the Tahoe. Ain’t there anyone in the RenCen who knows how to play this game?

How about the advertising? Remember the Cadillac Ducks? All that money spent to introduce the Catera with stupid and silly ads. How about the new Cadillac advertising theme? "The power of &." I don’t know anyone that knows what it means. And they never fire an ad agency.

I will say the OnStar ads with Batman are terrific. Super. I don’t understand how they got them. I figure they’ll fire the guy who did them.

There’s so much. It goes on and on. They talk about a major effort to build a five-day car; you can have it built-to-order and delivered in five days. What, you need a five-day Cavalier? The major reasons for not having what the customer wants are corporate. That is, they want V8s and you don’t have enough V8 capacity, so you give incentive money to sell sixes. They want silver paint jobs, but the company bought white paint and wants to use it up. Sure, they should make it faster to get a car built-to-order, but that’s no big deal.

E-Business, China, your management puts its hopes in all these fantasies. Meanwhile, Toyota is going to outsell your cars in California. Last year, you registered 182,000 cars in California. Toyota registered 161,000. You were just 21,000 ahead. When will they pass you? And they are catching up in trucks, too. Your management doesn’t know that beating Toyota in California is more important than dreaming about China.

And there’s no modern GM convertible, either. Chrysler sells 60,000 Sebrings. Ford sells 40,000 Mustangs. Good business. But it’s more than that. The convertible is the spirit of a company. That’s why Toyota builds them. You have the ancient and soon-to-die Camaro and the two-seat ‘Vette.

Do we have to go on?

Everybody makes mistakes. But your management makes so many of them. The proof of their incompetence is in the number of mistakes. There is absolutely no reason to think that this will change. The same people who made the mistakes are still in charge, and they haven’t admitted it.

End of Part 2.

Part 3, a much shorter segment. Why these things happen.

Listen carefully: You have a management that doesn’t know much about the American car business. It isn’t that they are bad people or dumb people. I assume they are smart. They just don’t know much about the American car business. Look at their resumes. The chairman and former CEO was the former treasurer who made his bones negotiating the joint-venture deal for the Fremont plant with Toyota. As a reward he was made boss of GM Canada and then GM Europe, and he did a good job, a good job. But he had no American car experience. And in Europe, he had top people around him; they knew the business. That wasn’t true here.

Your new CEO likewise was a financial official, who did a good job in Brazil and a good job in Europe, but had little American car experience, until he was made president of North American operations. His on-the-job training was running North American Auto Operations. He lost market share very year and was promoted to CEO. Most of the disasters that I’ve described, and the fall in market share, came on his watch. Yes, you did make profit here. It would be amazing if you couldn’t make a profit in a 17-million-car year. What happens when it goes to 13.5 million and you have 25% share?

Look, I don’t have anything against financial people. One of the best officers I knew, Bill Hoglund, the man who turned around Pontiac, you know, "We Build Excitement," was a financial man. But he had cars in his heart, and that’s what counts, what’s in your heart, not what you studied in graduate school.

Your president today of North American operations was selling eyewash five years ago. Actually I like Ron Zarrella. He is terrifically smart, and a quick study. But he doesn’t have any experience, the knowledge you get from seeing how things really work. If he had great backup, that might be OK. But the backup is awful. They don’t know the auto business, either. Ron is like a quarterback just out of college, playing for the NFL in his first year, and with no protection. He’s going to get sacked an awful lot.

It’s one thing not to know the business. But worse, your management doesn’t like people who do know something about the American car business. Look at the top-flight people who have gone. J.T. Battenberg, one of the best, gone from GM. Don Hackworth, who once headed Buick and then manufacturing, going. Lou Hughes, gone. Mike Losh, the CFO who once headed Pontiac and Olds, gone. John Rock, who saved GMC, bounced. Ed Mertz of Buick, gone. My impression has been that they actually consider knowledge of the business as some kind of disadvantage.

But worse is the management system they have set up. You don’t have a working system.

Gentlemen, and ladies, again, I am supposed to know something about managements.

Let me tell you a story. Years ago, in the 1950s, Pontiac was going down, and GM sent over Bunkie Knudsen to take over. He took over 60 days before Job 1. He went down to the styling shop to see what he had coming in 60 days.

Pontiac was an old man’s car then. Its styling symbols were two wide chrome stripes running down the hood, we called them suspenders, and the Pontiac Indian head on the hood.

It was only 60 days before Job 1, and Bunkie couldn’t do much, so he said take off the suspenders and the Indian head.

Well, one day I asked the vice president of Buick, you remember, Ed Mertz, if he could walk in 60 days before Job 1 and strip chrome off his car. That was in the day of the 4-Phase System of new-car development. You remember the 4- Phase system; it started at Phase Zero and ended at Phase 3. I want you to know I never thought much of a company with a 4-Phase System that starts at Zero and goes to 3. Anyway, I told Mertz the Knudsen story and asked if he could go into design 60 days before Job 1 and strip off chrome.

He said, "Sixty days before Job 1? Hell, that’s Phase 5."

Gentlemen, I have not found one man in GM who could by himself order a piece of chrome stripped off a car. Your management has created a system without power or responsibility, or with power and responsibility so diffused that it takes forever to get anything at all done. Even the VLEs have to hold meetings to strip off a piece of chrome.

You could say your CEO has power, but he says he doesn’t know anything about design or engineering or marketing so why would he do anything.

Look, the division chiefs are nothing anymore. They aren’t vice presidents; they have no power over quality even. A division like Cadillac has about 50 people on the payroll. They probably will be eliminated in time and the division chief, too.

The brand-marketing boss is supposed to have power, but as far as I can he or she has power over the advertising. The VLE is supposed to be the boss, but they aren’t vice presidents, and they report to manufacturing and manufacturing never wants to change anything.

As far as I could tell, the most powerful car guy was Don Hackworth, but he’s gotten his head chopped off.

And there seems to be no penalty for failure. Has anyone been fired for that Saturn disaster? I figure the worst launch on top of the worst platform decision, which was, by the way, forced not by Saturn people but by top management of GM. Have they shaken up design for those boring products? Have they changed the brand management for the market share loss? Did they ever fire anybody for lousy advertising? There is no penalty for failure.

How can anyone who knows something about the American car business, about cars, get to the top, or even the No. 2 position, of GM. I don’t see the pathway up. Engineers don’t count for anything anymore in this company as far as I can tell. You know, even Fred Donner, the ultimate financial man at GM, who set up the last management system about 40 years ago, felt that while there should be a financial man on top, the No. 2 should know something about cars. Not today.

I recall John Rock, then a vice president of Oldsmobile, said to me, "This system won’t work, but it will take them 10 years to find out."

Your board of directors. I believe there is only one person on the entire board who likes cars, and it’s not Jack Smith, the chairman, either

The stock price: It is as high as it is because of Hughes, bought by Roger Smith. Without Hughes I figure GM could be selling at 35. And you can thank Carl Icahn, the old raider for pushing it up 12 points by announcing a raid. Now he’s gone. Where will it go?

Enough, end of Part 3

Part 4. What can you do about it?

Well I hope someone made a tape of this speech. If not, I can give you a copy of my text. Each one of you should drop a note to each member of the board.

You could do it in a round robin, if you wanted. That is, everyone signs the same note, in a circle. That’s a round robin. No one stands out.

Tell them you don’t know if I’m right or wrong but you’re worried about GM.

Urge them to set up a committee of outsiders, men who know the business, to study GM and report back with a plan of action in 60 days. Make suggestions about who should be on this committee.

How about Bill Hoglund, ex-GM executive vice president. How about Roger Penske, how about Lee Iacocca, or Bill Mitchell or Bob Eaton or Bob Lutz or J.T. Battenberg or Maryanne Keller.

The board must order that all records and minutes be made available immediately to the committee. They must order that all officers make cooperation with the committee their first, their first priority. That anyone obstructing, delaying or acting in any way uncooperatively shall be suspended by the committee awaiting board action. Who could they hire if they went that way? Believe me, there are people out there who could lead General Motors back to glory. And throw another shrimp on the barbie. That’s a hint about one of them.

The committee should have the right to interview people outside of GM for positions within the company. The committee members must be paid terribly well for their work, too. That’s because if they do it for free no one will respect the report. They only respect what they overpay for.

You can call this the Committee of Public Safety.

What else can you do? Go to church and pray. Your company is going down to 25% of the market. That’s not terrible. You can make money at 25%, Ford does. But I don’t see leaders coming up the pipeline. All I see is more stretch goals.

When you write to your board members, tell them that you don’t understand how a company that depends on products has no upward mobility for product people. None of the top executives are product people.

Write slogans on walls, too. Victory or Death, Beat Ford, V, Sic Semper Tyrannis.

That’s it.

My last words:

Never give up,

Never surrender,

And don’t let them take you alive.

Read more: Jerry Flint’s 2001 speech | freep.com | Detroit Free Press www.freep.com/apps/pbcs.dll/article?AID=/20100812/BUSINES…

Nice Plastic Auto Door Tooling Production photos

Nice Plastic Auto Door Tooling Production photos

A few nice plastic auto door tooling production images I found:

Steven F. Udvar-Hazy Center: Boeing B-29 Superfortress “Enola Gay”, with Lockheed P-38J-10-LO Lightning
plastic auto door tooling production
Image by Chris Devers
Quoting Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning :

In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.

Maj. Richard I. Bong, America’s leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.

Transferred from the United States Air Force.

Manufacturer:
Lockheed Aircraft Company

Date:
1943

Country of Origin:
United States of America

Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)

Materials:
All-metal

Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.

• • • • •

Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":

Boeing’s B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.

On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.

Transferred from the United States Air Force.

Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.

Date:
1945

Country of Origin:
United States of America

Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)

Materials:
Polished overall aluminum finish

Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.

Nice Plastic Auto Parts Plastic Mould photos

Nice Plastic Auto Parts Plastic Mould photos

A few nice plastic auto parts plastic mould images I found:

1973 Citroen DS23 Pallas
plastic auto parts plastic mould
Image by DVS1mn
CITROEN DS23 PALLAS
When in 1955 Citroen released its DS19 ‘Goddess’, media commentators reviewed the car in tones previously reserved for objects arriving from the depths of outer space.

Hydro-pneumatic suspension, assistance systems for the steering, brakes and gearshift lever, and inboard front disc brakes were among the advances pioneered by this extraordinary design.

By 1968 the rest of the world had begun adopting aspects of Citroen’s radical package; however, Citroen wasn’t finished exploring the range of quirks it could pack into a medium-sized sedan. One new feature to perplex the home mechanic was a link that would swivel headlights in unison with the front wheels.

The car’s ability to traverse rough terrain was proved in 1969 when a Citroen was set to win the first London-Sydney Marathon, only to be taken out in a serious collision with a spectator vehicle. Five years later, the Australian crew of a DS23 got the job done, dominating a 1974 World Cup Rally that sent competitors from South America to Munich via the Sahara Desert.

Maintaining a DS is work for specialist technicians or perhaps the seriously talented amateur. There is barely room under the bonnet of a Pallas to see engine components, let alone put a spanner on them.

Three-speed automatics were plagued by problems and remain difficult to maintain, so get a five-speed manual if you can. Overseas values are providing a big hint that anyone who wants a really good Pallas needs to act soon. Be prepared to invest the better part of ,000. Of several thousand cars sold new in Britain, fewer than 300 are known to survive and numbers in Australia will be far slimmer.

TRAPS AND TIPS

Packing a mass of electro/mechanical/hydraulic bits plus the complete drivetrain into a small space ahead of the firewall didn’t help Citroen’s reputation for reliability.

Keeping your Citroen cool is vital to engine longevity and that can be costly. One spare parts site was quoting authentic but renovated radiators at more than 00. Replacing the coolant hoses with a set of genuine items will cost more than 0.

Citroen club sites of late have carried requests for help in locating a competent trimmer for DS models. This suggests that finding someone to repair a car with worn seats and compromised head-lining has become challenging.

FROM THE WHEELS ARCHIVES
Words: Paul Blank – January, 2005

The DS was spectacularly bold, wrote Paul Blank…

When the time came to replace the Traction Avant, the resulting car could be expected to be absolutely amazing – and it was.

The new car, launched at the Paris Salon in 1955, was called DS, which, when pronounced in French, is "Day-ess", which translates to Goddess. At the Paris Salon an amazing number of orders were taken for the new car – some 12,000 people signing on the dotted line.

In 1955 Australians were buying new FJ Holdens and the Morris Minor was considered a modern small car in England. The DS might as well have been a spaceship in comparison. It certainly looked like
nothing else.

The car floated along at any speed. Famously, the DS featured Hydropneumatic suspension. It had the cars sitting on suspension units which were steel spheres in place of traditional springs and shock absorbers. The ride in a DS has to be experienced to be believed. Even if a tyre blew, the car would compensate.

Another DS feature was the use of disc brakes. It was Citroen which first fitted them to a mass-production car.

Inside, the DS was as spectacularly bold as the rest of the car. In an era of flat tin or wood dashboards, Citroen used the biggest single piece of moulded plastic in the world. The DS in not a complicated car; just very different.

You know the car’s ready when first the back, then the front of the car lift up to normal ride height. To change gear, you lift off, switch to the next gear and accelerate away again. Then you have to learn about the brakes. Where you might expect a brake pedal, there’s a black rubber mushroom. It works like a valve operating by the "the harder you push, the more you stop" system, with almost no pedal travel available.

The DS isn’t a sports car; it’s a real Grand Tourer and, treated as such, provides a magical experience.

SPECIFICATIONS

Citroen DS23 Pallas

Number built: 582,593 (All ID/DS 1968-75)
Body: All-steel, integrated body/chassis 4-door sedan and station wagon
Engine: 2347cc inline 4-cylinder, OHV, 8v, fuel injection
Power & torque: 105kW @ 5500rpm, 200Nm @ 4000rpm
Performance: 0-97km/h 10.2sec; 0-400m 17.3sec
Transmission: 3-speed automatic, 5-speed manual
Suspension: Independent with wishbones, pneumatic struts and anti-roll bar (f); Independent with trailing arms, pneumatic struts and anti-roll bar (r)
Brakes: Discs, power-assisted
Tyres: 185HR15 radial
Price range: 00-,000
Contact: Citroen Clubs in various states,
www.ds23.co.nz/
Click here for more car pictures at my Flickr site.