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Despite the success of the Triumph TR4 and TR4A in sales and competition, as the end of the 60s approached it was clear that the company had to improve its performance with the introduction of a new engine that could offer not only greater horsepower, but also smoother operation than the relatively rough and noisy 4-cylinder could provide. The answer would lie with the 1998-cc inline 6-cylinder engine from the Triumph 2000 sedan, which was stroked to 2498-cc for use in the Triumph TR250 and TR5.
Management had determined that the new powerplant would have to make 150 hp to provide the desired top speed of 120 mph and sub-nine second times from 0-60 mph, but the only practical means of doing so would require installation of the new Lucas PI fuel-injection system that would make its debut in the TR5. So equipped, the TR5 became the first mass-produced fuel injected British car and was the most affordable 120-mph vehicle in the country as well. With the exception of the new engine, the only external differences were a slightly revised grill with painted slats and new marker lights and chrome trim. Inside, a matte finish replaced the polished surface on the walnut dash while new seats debuted that were the most comfortable yet seen in a TR.
Now considered the most attractive of the four Triumph string eras – sidescreen, Michelotti, Karmann and Wedge – the shape pioneered by the TR4 combined with the grunt from the 6-cylinder engine is a winning combination
Alas, despite the impressive performance that the fuel-injection made possible, restrictive emissions rules in the United States made sale of the TR5 impossible because the primitive nature of the Lucas system could not meet the Federal standards. What this meant was that while the UK and continental Europe would enjoy the fastest TR ever built, the United States would get the Triumph TR250, which featured the same six-cylinder engine fed through dual tamper-proof Zenith-Stromberg carburetors that forced use of mild cam timing – compared to the TR5 – that resulted in only 104 hp at 4500 rpm – the same output as the 4-cylinder engine in the TR4A – but increased torque to the tune of 143 ft/lbs at 3000 rpm to allow for only slightly better acceleration and top speed. While response to the TR5 was enthusiastic – "without doubt the best Triumph yet" declared Autosport – in the United States, enthusiasm for the new model was decidedly muted, with Car & Driver musing, "to pay an extra $500 for a nearly identical but slower car doesn't make much sense." To be fair, the TR250 was much smoother and quieter than the TR4A and Road & Track found that the new engine "could hardly run more sweetly" and changed the essence of the TR from rough and tumble to relaxed and smooth.
The seats – unique to the TR250 – are the most comfortable and provide the most room of any TR from TR2 through TR6
For all the negativity that the TR250 engendered during its brief production run – only 14 months – it is appreciated now for having combined the best elements of the TR4 with the performance potential offered by the TR6. Modern advancements and technological know-how make it possible for current owners to replicate the 150-hp TR5 with the existing carbureted setup and for these reasons and others, the TR250 is now the most valuable TR sold in America.
The lines of the TR250 have only improved with time and the Michelotti design has an elegance that is lacking in both the TR3 and TR6 and despite having a wheelbase that is 3-inches shorter than the MGB with slightly more overall length, it appears to be the more substantial car. The muted tailfins, higher fender lines and larger 15-inch wheels add to that impression, although both cars are comparable in overall height. The interior of the TR250 is more luxurious than any offered by its competitors with its polished walnut dash, leather seats and high quality carpeting. The seats are comfortable and the travel adjusted such that any sized driver can be easily accommodated within, while the three-spoke steering wheel is both attractive to look at and well positioned for use. It would be hard to improve upon the basic instrumentation package that was largely carried over from the TR2. The face-level vents are a nice touch along with the generously sized lockable glove box that is situated before the passenger. The occasional rear seat provides a flat surface upon which soft luggage can be placed since it is no longer legal to place unbelted passengers in the diminutive space.
The Rostyle wheels and racing stripe are period touches that mark the TR250 as another matter from its TR4A predecessor
The engine starts with a turn of the key and it springs to idle with a growl reminiscent of a Big Healey. The pedal box is large enough that the dimmer switch – located on the floor adjacent to the driver's kick panel – can be used as a dead pedal provided the driver is careful not to engage the switch with a heavy foot. The accelerator and brake pedal are closely located to allow for easy heel-and-toe operation and the clutch effort required for engagement is light enough to use the car in heavy traffic without much complaint. The gearbox – an all-synchromesh unit – is a delight to use although it is best used slowly – with a slight pause in the neutral position – to provide the smoothest shifts. The lever itself is short and well placed as it falls easily to hand from the steering wheel. Steering effort is very light and the slightest turns will result in a change of direction so it is best to let the car self-steer – with only a light hand on the wheel – down the freeway or long stretches of straight roads.
The stance is unmistakably Michelotti derived
The exhaust note is loud and powerful although unobtrusive at moderate speeds. The engine will pull strongly up to the redline and has the ability to cruise all day at 80 mph without fear of damaging any internal components given its stout construction. There is enough torque to remind you how much fun driving can be and the power band is tractable from idle to 5000 rpm. As much fun as an Austin-Healey 3000 or Jaguar E-Type, the IRS suspension provides a supple ride that easily handles irregular road surfaces with aplomb.
Sampled – It's hard to believe that the TriumphTR250 was once unloved by even Triumph enthusiasts, but that train has long ago left the station, as it is now the most sought after of the TRs sold in America. The example that we were provided by Chequered Flag International in Marina Del Rey, California is the most original that we have ever seen with only one owner from new until 2014. Restored cars – no matter how much time and money is thrown at them – will never match the driving feel of an original car and this TR250 bears that out. More solid than any other example that we've driven, it was much as it must have been when first sold, a delightful roadster with added torque over the TR4A to play with in the twisty bits. With fewer made than any other TR, they're hard to find but well worth seeking out.
Posted 08/31/2015 in Moss Motoring
Before the Mini left its mark as one of the most iconic cars to ever come from Britain, Sir Alec Issigonis had already established a reputation for brilliance with the Morris Minor. The first car built in the United Kingdom to sell more than one million units, the landmark Minor has been hailed as a design classic that combined an essential English character with utility and performance at an affordable price.
The first British car to hit a million in sales, the Minor was the more stylish response to the ubiquitous Beetle
The first truly global British car, the Minor debuted at the London Motor Show at Earl's Court in 1948 with a blend of qualities that made it the perfect car for a world still reeling from the effects of World War II. The original MM series was sold until 1953 and would eventually encompass a range of two and four-door saloons along with a convertible touring car. The front suspension used the torsion bar layout from the Morris Oxford and adopted a similar semi-monocoque bodyshell. The 918-cc engine was sourced from the Morris 8 and although horsepower was initially limited (27.5 bhp) it was an economical unit that delivered almost 40 mpg.
The 948-cc engine is familiar to any fan of British sports cars
The MM was an unqualified success with more than 250,000 cars sold and as the size of the engines increased the performance grew as well. The ubiquitous A-series engine made its debut in 1952 after the Austin merger resulted in BMC. Despite lower specific output, the new engine felt like an improvement and would go on to power successive generations of the car. The popular Traveller was also introduced in 1952 and featured an external ash frame for the rear bodywork and two barn-style doors. Commercial versions soon followed and the Minor name encompassed several varieties of unique cars. The Series II Minors with the A-Series engines offered spritely performance and even better handling than earlier cars equipped with the side valve engines.
A surprisingly roomy and usefully shaped cabin is a prime attribute
The 1000 series cars debuted in 1956 with the 948-cc engine and one-piece windscreens. Detail changes occurred on a regular basis to keep the car fresh and the market continued to buy the car in increasing numbers. The million mark in sales was reached in 1961 with 350 special edition cars built to commemorate the occasion. The next year saw an even larger version of the A-series engine (1098-cc) along with revisions to the interior and improvements to the heater. Amazingly, even though the Minor was born in 1948 just years after the end of the war it managed to live long enough to see men walk on the moon and then some. Although the convertible and saloon cars were withdrawn from the market in 1969 and 1970 respectively, the Traveller and other commercial versions soldiered on until 1972 with more than 1.6 million cars manufactured in total.
Much like the Volkswagen Beetle to which the Minor is inevitably compared, the Minor exhibits a build quality that belies its affordable price tag. Despite a Spartan interior – again like the VW – the Minor's cabin is welcoming and capable of carrying four adults in reasonable comfort. The seating position is much more comfortable than in the Mini although the steering wheel is placed at an odd angle that takes some getting used to. The instrument panel is dominated by a centrally mounted speedometer – with an integral fuel gauge – and flanked by twin glove compartments with a generous parcel shelf located below the dashboard.
When a Beetle is just too common …
While no one will mistake the Minor for a proper sports car, once the top is stowed it does a fair imitation given the deliberate acceleration (although it is no worse than in a similar vintage Beetle) and comfortable ride. While most Minor's suffer from some balkiness while shifting, this example is easy to row through the gears with only the slightest hesitation present in second when rushing the synchros. With more torque than a Beetle, the Minor is more fun to drive and is the more unique mount (especially in Southern California where old VWs are plentiful).
Somewhat of a time capsule, this particular Morris was sold by British Motor Cars in San Francisco, California and has remained in the Golden State its entire life. While not a showpiece, there is enough patina present to make it look interesting, but not enough wear to set one's thoughts to restoration. All in all, a better alternative to a convertible Beetle or Fiat 500, the Minor makes the ideal beach cruiser or weekend driver with room for friends and children.
Sampled – This 1961 Morris Minor Convertible is from the stable at Chequered Flag International in Marina Del Rey, California and displays its original black over red color scheme and California black plates. With a reported mileage of only 54,159 miles it seems to have led a pampered life. Some minor sorting could be done on the odd weekend or two, but this seems to be a great example of an all too rare English convertible.
The 1950s were halcyon days for Jaguar. With postwar demand for sports cars reaching record levels, Jaguar's iconic XK120 two-seater quickly became a must-have amongst the American and European "sporty" car set. Alongside success in the showrooms, the decade also marked a period of near total domination by Jaguar in endurance racing, including 24 Hours of Le Mans victories in 1951, 1953, 1955, 1956 & 1957. Continued success on the track was becoming more difficult to achieve in the face of more technologically advanced competitors and the iconic XK range was beginning to look dated when compared to products from Aston Martin, Ferrari, Maserati, Mercedes-Benz and Porsche.
Repeated surveys confirm that the E-Type is the most revered British sports car ever built and one of a handful of design icons
Jaguar withdrew its factory-sponsored racecars after the 1956 Le Mans triumph and the competition department was tasked with the design of a new sports car based on the racing cars that owned the Maison Blanc and the Mulsanne Straight. The resulting E-Type was a direct descendant of the D-Type that had won the World Sports Car Championship and shared its XK engine, disc brakes and semi-monocoque chassis design while clothed in an aerodynamic envelope artfully fashioned by Malcolm Sayer.
It was the beautifully sleek profile over advanced mechanicals that would cement the E-Type's reputation as an automotive hallmark. It was the equivalent of finding out that the supermodel for which you've pined was also an honors graduate with an affinity for small animals, children and charitable works. The new Jaguar would forever mark the transition from the conservative 50s into the sexy 60s and prepare the world for Ursula Andress, Brigitte Bardot and Raquel Welch. Following its launch at the 1961 Geneva Auto Show, Enzo Ferrari proclaimed the new cat as "The most beautiful car ever made" and, in time, it would grace the Museum of Modern Art in New York and sit atop the list of the "100 Most Beautiful Cars of All Time."
An Affordable Thrill Ride
What was truly incredible about the car was not the curvaceous body, nor the world-class suspension, but the fact that it was downright affordable when compared to its peers – at less than half the cost of the Aston Martin DB4 GT you got better performance and handling. Within four months after its debut at Geneva, the Jaguar E-Type was available for purchase in roadster and coupe variants and capable of 150 mph (although few owners could replicate the feat) from its 3.8-liter twin overhead camshaft engine that had more than proved its worth in competition.
Few engines can match the venerable XK power plant for aural pleasure and effortless performance
The initial version of the car powered by the 3.8 sold briskly with 15,498 purchased in the three years following its launch. An enlarged 4.2-liter engine was introduced with the "Series 1" with more torque, better brakes and a significantly improved gearbox that now featured synchromesh on all forward gears. A 2+2 variant followed in 1966 boasting rear jump seats and an available automatic transmission to go along with its greater length.
Under pressure from increasingly onerous federal regulations, Jaguar created the "Series 1½" from 1967-1968 with more effective (but far less pretty) open headlights, improved dash switches and new carburetion to meet emissions standards. In total, 38,419 examples were sold through the end of the Series 1½ cars when the heavy-handed regulators squeezed the sexy feline even further.
The Series 2 was sold from 1969 to 1971 and adopted many of the features unveiled on its immediate predecessor plus larger and higher bumpers and turn signal indicators. The brake lights went from delicate to garish (and as many sexy bits eventually fall prey, migrated south – to under the bumpers) and the mouth opening was increased in size to assist in engine cooling (helped by supplemental fans) while fragile Americans were protected by the replacement of the toggles by safer rocker-style dash switches. Brakes continued to improve while air conditioning and power steering were newly available from the factory. While emissions controls and added weight hampered performance the car continued to resonate with buyers (with 18,809 car sold).
To offset the loss in performance dictated by compliance with federal regulations, Jaguar responded with an all-new 5.3-liter V-12 in 1971. The engine added only 80 pounds to the car and boasted excellent acceleration, refinement and torque. What it added in these qualities, however, detracted from the essential nature of the car, which grew softer and more luxurious with each passing year and foretold the coming of the XJ-S in 1975.
More than 50 years after its debut, the E-Type retains its visceral sensuality and the shape is compelling now as then. The 1965 E-Type OTS Series 1 that we drove is at once both feminine and phallic and is the embodiment of the sexually liberated decade of its birth. The car stands low to the ground although none of the contortion required of entering a coupe is necessary with the top lowered. The interior is trimmed in high-quality black leather of recent vintage and features all the elements that make for memorable sports cars – full instrumentation, firm seating and performance far in excess of its saloon car relatives. From the start, the venerable XK engine is familiar with a note that is restrained at idle and joyous at speed. One of the most interesting features of the XK powerplant is that as displacement increased throughout its lifespan (1948 to 1992) it grew more flexible and tractable rather than less so.
The gearbox is familiar to anyone that has spent any time in British cars with its long handle and positive throws, while the transmission allows for quick shifts and well-spaced ratios. The clutch pedal is firm but easy to depress and the pedals are well spaced to allow for heel and toe operation. The brakes are as good as any offered during the period and the pedal operates with servo assistance that allows for firm (rather than excessive pressure). The braking is progressive and neither overwhelms the suspension in hard use nor elicits fade from repeated stopping.
The perfect sports car cockpit trimmed in luxurious leather and with some of the best ergonomics from the 60s
The steering wheel is (like the rest of the car) beautiful but its use is somewhat heavy in traffic. At speed the effort to control the car is almost perfect and it is easy to see the gauges through the wheel and the gearbox lever falls easily to reach. The performance of the car remains exceptional even when compared with modern commuters that can nominally match its statistics. It is as much a case of how the E-Type goes about its job, as it is what the E-Type does as a car.
The E-Type is the rare classic that can be driven anywhere at anytime (especially in coupe form with open headlights – the closed headlight models are almost unusable at night due to visibility concerns) and rewards the driver with exceptional performance in the here and now rather than wistfully reminding us how much has changed in the intervening decades. The car not only keeps up with traffic but also accelerates away from it and handles as well as one could hope for while riding on narrow tires with wire wheels. It never feels twitchy in transition and feels benign at the limits, which most drivers will explore.
What settles the question, however, is the view over the hood that is, perhaps, the most compelling factor presented to the enthusiast driver. While at a stoplight, other drivers nod approvingly and appreciate its beauty despite the passage of time. There are few sports cars that everyone should own at one time or another, but the Jaguar E-Type should reside near the top of the list. It remains relevant today, will be tomorrow, and constantly serves as a reminder of an automotive legend whose beauty will never fade.
Sampled – Few cars have undergone as meteoric a rise in value as has the E-Type in recent years, with even previously unloved Series III cars now routinely passing the $100,000 threshold at auction. From the standpoint of collectability, desirability and aesthetics, the best of the breed are the Series I closed headlamp cars in either FHC or OTS trim. While this particular model wears a flattering red – instead of the original white and has a non-original block – these are advantages in that it keeps the price reasonable unlike the $200,000-250,000 that 100-point cars now command. Most of us can no longer afford such scratch, but nonetheless we would prefer a driver condition closed headlamp E-Type like this since every mile driven would add smiles rather than detract from the car's value as would be the case with a concours standard example. Thanks to Chequered Flag International in Marina Del Rey, California for throwing us the keys to the most popular British sports car ever.
Morgans do not just evoke the past, they are the past – come to life to remind us of what once was – and for a price and patience – what can be again. Against all odds, Morgan has outlasted its larger rivals throughout the years from BMC, Standard-Triumph, Rootes and eventually British Leyland; and it has done so with single-family ownership and using a design that has remained fundamentally unchanged since 1936. Well after the world had adopted monocoque construction and mass-production methods, Morgans from Malvern Link still hand formed steel panels on ash-built sub-frames, set upon a separate chassis and hand-assembled by cottage industry craftsman who were raised in the art by their fathers and their own fathers before them. For more than a century, the Morgan family has withstood the temptation to advance, improve and evolve, choosing instead to continue to sell what they have always sold – the most venerable and anachronistic sports car in the world.
The profile of the early Plus Four DHC is delightfully 'prewar' with the dual spare tire mounting an attractive anachronism
With much less weight than with the contemporary TR, the Plus Four is a better performer in straight line and the twisty bits
Other than engine changes necessitated by supply and performance considerations, there have been few substantive modifications to the basic formula. The cars became faster with better engines and the Plus 4 – which had lost its engine with the arrival of the TR5 and much of its performance advantage over the 4/4 too – was itself replaced in 1968 by the Rover V-8 powered Plus 8. The procession from 4/4, Plus 4 to Plus 8 did not diminish the essence of the marque. Every Morgan model – regardless of engine – shares the same harsh ride, lightning acceleration and Depression-era styling – Thank God for that.
From this aspect it resembles a smaller Bugatti Type 57 Royale
The Vanguard powered Plus 4 is delightfully quick with impressive torque on hand and lively acceleration – weighing as it does 400 pounds less than the TR4 – and corners incredibly using suspension components that were obsolescent before World War II. In fact, several period sources refer to the Morgan's roadholding as "legendary" and that reputation was achieved in concert with a ride that was unflinchingly stiff, which is surprising for a chassis so flexible.
A well patinated interior showing decades of enthusiastic use
Rough road surfaces lead to some scuttle shake and there is always some flexion going on around the driver when underway. The steering is quick but the effort to turn the wheel borders on herculean at anything resembling less than high speed. The Moss crash-box requires patience and a firm hand to use properly and it is essential to dutifully double-clutch to ensure smooth operation. The brakes, disc in front from 1960, are effective and powerful, particularly since the Morgan is so light when compared to its 60s peers. Luggage room is dependant on whether one is in a two-seat or four-seat model but there is always adequate space behind the front seats for adequate (if not secure) storage. All told, the Morgan feels like the fastest T-Series in the world – with a surfeit of horsepower and torque – with handling that is nigh competition ready. Writing in 1966, Automobile Quarterly opined that "Morgans are sheer fun to drive, and they produce more amusement than a trainload of Playboybunnies. I kid you not." Like the cars themselves, nothing has really changed since.
Dash plaques attest to places seen and events attended
Sampled – The 1951 Morgan Plus Four DHC driven here was supplied by Chequered Flag International in Marina Del Rey, California. A former AACA (1978) National first place winner, it has been driven down into very good driver condition with only a few paint blemished spoiling the unique yellow and black livery. The interior displays a wonderful patina and the performance provided by the Standard sourced engine is beyond reproach. The steering was excellent – likely due to recent work from Isis Imports – and the ride was exactly what one would expect from a vintage Morgan (something like a TR3 on steroids).
Allan and Richard Jensen started business manufacturing auto bodies under contract for Austin. The firm also made bodies for the Volvo P1800, Sunbeam Tiger and Austin-Healey in addition to the first Interceptor built from 1950 to 1957 with various engines under an attractive glass fiber body.
The Italianate styling of the Jensen Interceptor are attractive and purposeful with its broad hood and aggressive stance
The second iteration of the Jensen Interceptor was hand-built at the Carters Green Factory in West Bromwich from 1966 to 1976 and represented an ill-timed effort to capture the hearts and minds of the luxury GT marketplace. Unlike its predecessor, the new model was clothed in steel using a handsome body designed by Carrozeria Touring with the earliest examples built by Vignale before Jensen took over serial production. The styling was heavily influenced (if not outright borrowed) from the Brasinca Uirapuru, a limited production GT coupe manufactured in Brazil, and featured a distinctive large rear window that also served as the tailgate.
Powered initially by the Chrysler 383 cubic inch V-8 with an optional manual transmission (only 22 were so equipped) or TorqueFlite automatic driving the rear wheels through a limited-slip differential in Salisbury rear axle. Demand for more power (the car weighed almost 3500 pounds) led to an increased displacement of 440 cubic inches with a maximum available output of 390 HP. Befitting an anticipated place at the upper regions of the marketplace was a standard kit that included electric windows, reclining front seats, power steering (from 1969) and a modern stereo system with two speakers. Subsequent revisions led to the Mark II in 1969 with revised styling to the front of the car, a new interior and the use of ventilated disc brakes. The Mark III debuted just two years later and featured even more changes to the front styling and cast alloy wheels and saw the debut of the larger mill in 1973.
The new leather cockpit is the equal of anything produced by Aston Martin or Bristol
The Interceptor suffered from poor timing in that it soon ran headlong into the oil crisis of the early seventies and the market for a bespoke GT from England decreased substantially with greater competition from the Jaguar XJ-S and other competitors from the Continent. It is best remembered, however, for the most unique variant of the range which was one of the first vehicles produced with four-wheel drive with the manufacture of the Jensen FF (Ferguson Formula) which was hailed at the time as a revelation with its attendant traction control and mechanical anti-lock brakes from Dunlop Maxarat. With an increased length by 5 inches over the Interceptor, the FF looked virtually identical despite the added length and was identified by an additional side vent and swage line on the forward wings. With only 320 FF variants produced (195 Mark I, 110 Mark II and 15 Mark III) it is unquestionably the most desirable and complex car of the range.
In convertible form the Interceptor is a match for an Aston Martin DBS or Ferrari 330
The 1975 Mark III Convertible that we drove was well maintained and cared for and presents the perfect opportunity to sample what these cars would have been like when new. The Convertible is even rarer than the FF with only 267 examples produced from 1974 with most offered for sale in the American market. This particular example features a striking leather interior with an attractive wooden dash and switchgear that would be welcome in any of the other more well-known offerings from the United Kingdom like Rolls-Royce, Bentley, Jaguar and Aston Martin.
In fact, this car is the perfect alternative to a drophead from Newport Pagnell or Crewe with the added benefit of a lower initial purchase price and easier (and less expensive) maintenance afforded by its Mopar engine. Performance is superior to the Aston Martin DB6, similar to the Jaguar E-Type and just under the Porsche 911S from the standing start to 60 MPH and better than all in the quarter-mile save the DB6. Unfortunately, this performance came at the price of mileage in the range of 12-14 mpg at a time when the cost of gas was rising without check.
The first impression upon settling into the well-cushioned leather seat and surveying the instruments set in the wooden fascia is that the Interceptor is very much on par with an Aston Martin of the period save for the added cachet of the David Brown nameplate. Every surface is made of quality materials and it seems as if that quality has withstood the passage of almost four decades none the worse for wear. It seems to be a much larger car than it is (five inches shorter than the Chevrolet Camaro) which is likely due to the long hood, high doors and the bustle created by the folded top.
While the leather and wood interior trimmed with Wilton wool carpets literally screams Britannia, the first turn of the key brings an instant reminder that under the hood rests an engine with its roots firmly planted in America. The idle is utterly without tension and it seems as if hardly any effort would be required to reach the 135-MPG top speed. Use of the Chrysler engine and TorqueFlite transmission dictate that the driving experience is very familiar in the way that any large American V-8 with an automatic is eerily similar despite what the badge on the grill says. The engine still allows for acceleration that would be quick even by modern standards and the reserves of torque are fun to play with from the stoplight on Lincoln Boulevard in Marina Del Rey, California. Despite the urge afforded by the engine, the entire package is very relaxed and would be the perfect carriage for a trip up the Pacific Coast Highway with a long-legged and blonde haired companion seated alongside.
One of the most rapidly appreciating examples to come out of the 70s, the Interceptor is now appreciated for its continental styling and the reliability afforded by its American engine
The interior is the epitome of Seventies luxury (for what that's worth) and the seating position is comfortable and cosseting for long-distance travel. The brakes are soft in that overly boosted fashion of most American cars and the overall driving experience is a unique blend of Britain and Detroit with a touch of Italian style thrown in for good measure. For what it is, the Interceptor is the perfect alternative to its much more expensive cousins and is, perhaps, better suited for daily or occasional use than any of them. The rub is that as they were less desirable from new and more affordable in the days since it is difficult to find one in the condition of our test car. If such an example, however, finds its way across your path this Anglo-American hybrid with Italian styling is as fine a GT car as you could hope for.
Sampled – This 1974 Jensen Interceptor convertible was provided to us by Chequered Flag International in Marina Del Rey, California and is a rust-free California survivor. Treated to new interior trim and rolling stock it exemplifies 70s era-cool with its sparkling Tangerine paint and aggressive stance. With Interceptor prices on the rise this is an inexpensive path to bespoke British GT ownership with a vehicle that has taken recent star turns in the Fast & the Furious franchise and on Top Gear. Much more affordable than an Aston Martin or Bristol, the Interceptor is a car on the come.
When BMC discontinued A90 engine in favor of a larger Morris designed engine for its larger Austin, Morris and Wolseley sedans, Donald Healey was forced to abandon plans to adopt the 100S competition engine for production use and find a way to install the corporate C-series six-cylinder engine into its small roadster. Despite seeming to offer an increased level of performance over the A90 – with 102 hp versus 90 hp – the larger engine weighed more, produced less torque and had to power an increasingly heavier car such that overall performance was slightly reduced from the 100. The revised model was christened the 100-Six and it was to represent the bridge between the simplistic and rugged 100s and the refined and powerful 3000s that evolved from it. Unlike many interim models that are difficult to distinguish from their predecessors, the 100-Six was similar to the 100, but wholly different in detail. An increased wheelbase allowed fitment of two 'occasional' rear seats to provide 2 + 2 seating in the BN4 – although as a practical matter the rear seats (with shaped cushions) were unsuitable for human use – while their presence destroyed the utility a flat surface would have afforded. The longer engine required a longer hood – with clearance bulge – that also necessitated reworking the grill into an oval shape evocative of that used on the 100S. The retractable competition windscreen used on the 100 gave way to a fixed screen and the longer doors featured external handles to allow them to be opened from outside without having to reach into the interior while the fuel filler migrated from the trunk to the rear shroud.
The 100-Six bears much greater resemblance to the 100 than to the later 3000 Mk III BJ8 with more attractive – and crisper – styling that makes this the ultimate 2-seat Healey derivative.
After a year of production, final assembly of the 100-Six was moved to the MG plant at Abingdon-on-Thames, which resulted in much better quality and an improved finish from that achieved at the Austin facility in Longbridge. Concurrent with that transition, changes were finally made to the C-series engine to address the performance deficit, which had existed since the 100-Six was introduced. The most significant modification was replacement of the original cylinder head with an improved 12-port design that with larger carburetors, revised intake manifold and increased compression was capable of 117 horsepower. With the increased performance and an emphasis on publicity – Healey had used a supercharged 100-Six to break the 200-mph barrier at the Bonneville Salt Flats – sales began to improve for the model.Sports Car Illustrated was appreciative of the changes, with comments that the 100-Six was "as perfect a mating of commerce and purism as one is likely to find in the world." A 2-seat roadster – the BN6 – would be reintroduced in 1958, but it would be substantially outsold by the 4-seat BN4, which continued to sell at a steady clip despite increased competition from Triumph with an improved TR3 and from with BMC with the MGA.
Most 100-Sixes were equipped with disc brakes that are perfectly adequate for spirited street driving but can become overworked in competition.
In competition, the 100-Six struggled early on to match the pace set by its illustrious forebear – not to mention the reputation of its creator – but found success on the rally circuit with the Team Prize from Liège-Rome-Liège and the Ladies Prize – with Pat Moss at the wheel – in the Alpine Rally. These efforts would display the potential that lurked within the C-series engine and with a chassis frame that was "put together like the main trusswork of the Golden Gate Bridge," the six-cylinder cars were naturals for the demanding sport as the 3000 would later prove.
The improved interior may not be to everyone's taste, but the carpeting is an improvement and the seats and door panels can be changed to OE spec with little time and effort expended.
For all but the most ardent Healey enthusiasts, it is difficult to distinguish from behind the wheel between an Abingdon-built, later 100-Six and an early Mk I 3000. Compared to a later 3000 – BJ7 or BJ8 – the 100-Six will delight with its light controls and deft feel on the road. With four-wheel drums there is no doubt that the 100-Six falls short against the disc brake equipped 3000s, but in anything short of competition use they will deliver smooth and safe stops at the expense of high pedal effort. The best thing about any 100-Six is the delightful burble that can only be matched by another six-cylinder Healey and the cars are perfect for relaxed long-distance cruising since they offer low revs at freeway speeds with overdrive engaged. Despite lacking the torque of the 3000 series, there is more than enough available to pull away from stoplights in any gear and the gearbox – despite the long lever – is easy to use although it requires a slow hand to avoid rushing the synchros. The ride on the 100-Six is more pleasant than on the 100 – largely due to the longer wheelbase – but it does not handle as well due to the additional weight of the larger engine. Driven aggressively, the 100-Six is fun and safe provided that care is exercised to avoid throttle lift in hard corners, which will force the rear end around to the potential detriment of adhesion though this is easily rectified with a stab of the accelerator pedal. Inasmuch as the 100-Six has traditionally been the most affordable of the Big Healeys, they also make some of the best drivers since they share all the same positive traits with their 3000 brethren along with lighter handling and cleaner styling.
One of the most attractive instrument clusters in motordom
Sampled – This 1958 Austin-Healey 100-Six BN6 comes from the stable at Chequered Flag International in Marina Del Rey, California and is an example of one of the most desirable (and valuable) Healeys ever built. In BN6 two-seat form, the svelte lines of the 100/4 were retained while adding the sonorous exhaust note of the straight six and its inimitable reservoir of torque. This particular car presents itself as something much better than your usual driver condition Healey with sharp paint and all the little details seemingly attended to. Unfortunately, the restoration went beyond mere period correct to the 'improvement' stage such that the interior materials are trimmed in non-standard materials. The enhanced carpeting is actually a nice touch but the seats and door cards have an almost 70s feel that can easily be corrected by installation of a Moss seat and panel kit. All in all, the best looking of the six-cylinder cars and an example that will be competitive at local shows and provide hours of great British motoring.
The Perfect Package
The Mini deserves a place in the automotive pantheon alongside such legends as the Volkswagen Beetle and the Ford Model T. The diminutive vehicle was intended to spark a revolution in how small cars were conceived, manufactured and marketed and there is no doubt that the Mini was the result of a singular vision to reshape the automotive firmament. Nicknamed "Sputnik" by those working on the project, the Mini's designer, Sir Alec Issigonis, demanded that his team approach every challenge imposed by the new car with fresh eyes. More compact than almost anything else on the market, the little saloon featured monocoque construction with power from the well-established BMC A-Series, inline, 848-cc engine.
A profile that is as instantly recognized as the 911 or Beetle
In order to maximize interior space in such a small and compact package, Issigonis not only mounted the A-Series engine transversely in the front of the car, but he also located the 4-speed gearbox in the sump of the engine and had this one-piece unit drive the front wheels, so that he could avoid having a standard transmission, driveshaft and tunnel eating up precious space in the cockpit.
In 1961, racecar constructor John Cooper – who was manufacturing highly successful BMC-powered Formula Junior racecars – took a stab at performance tuning the Mini. Lengthening the engine's stroke yielded a 947-cc variant that raised the power output from 34 hp to 55 hp. Additional changes such as disc brakes on the front transformed the staid little "box" into a small-displacement, racing saloon. Within a few years of the Mini Cooper's introduction, demand for an even higher performance example was so great that in 1963, BMC released the Mini Cooper S, badged interchangeably as either an Austin or a Morris.
Nothing screams Cool Britannia like a two-toned Mini
The first Cooper S benefitted from a further enlarged 1071-cc, A-Series, engine and larger servo-assisted front disc brakes. 4.030 examples were constructed until an updated version was released in August of 1964. This new Cooper S now featured a 1275-cc A-Series engine, even larger front disc brakes, as well as BMC's new "Hydroelastic" suspension system, which essentially replaced the earlier car's rubber cone springing with an interconnected system of fluid-filled bags, not unlike that developed on the earlier Citroen 2CV. Starting in 1965, the Cooper S also received larger 4.5-inch wheels and a growing list of optional extras. All told, BMC built 14,313 Mk I Minis with the 1275-cc Cooper S package that are all sought after as some of the finest sports sedans ever built.
The offset steering wheel resides on a flatter plane than most but is a delight to saw around the corners
It never fails to surprise the uninitiated how much interior room there is inside a Mini given the Lilliputian external dimensions. The driver's door is large and well shaped allowing an ease of entry that belies the relatively low roof and large diameter steering wheel. More comfort is available than would seem with the oddly raked bucket seats – higher in front than in back – and the large wheel perched above the driver's splayed legs. With just an 80-inch wheelbase, and room for four passengers, it was necessary to locate the wheels as far towards the corners as possible. While this means that every occupant will sit next to one of the prominent wheel wells, in no way does this diminish the cabin's overall comfort nor does it force one to assume a contorted seating position.
The centrally located ignition key stirs the 1275-cc engine to life revealing just the slightest hint of raucousness in the exhaust and a slightly discernible clatter from the valve train. Moving the small, well-placed shifter into first transforms the Mini from design icon to performance legend. With handling that is closer to go-kart than automobile in feel and an engine that will pull with more vigor than you could hope for, the Mini is without doubt one of the few cars that exceeds its period reputation even in the present day.
With not much weight to haul around, in Cooper S trim the A-Series engine is enough to haul the car around with abandon
Moving the wheel places the car exactly where the driver wants and cornering becomes an abject exercise in four-wheeled thrills. . Jump on the gas and the FWD Mini hauls itself through the corner like an amusement park ride. While the Hydroelastic suspension is out of its element on irregular road surfaces, it shines on good roads with fantastic road manners, both in transition and tracking. Steering is direct, accurate and requires minimal effort, while the braking is on par with – if not superior to – many dedicated sports cars of significantly greater expense.
Nothing short of a Ferrari 250 or Jaguar E-Type can evoke an era as completely as the iconic Mini, and its one of the few cars that almost every automotive enthusiasts should own at least once – along with the 911 and MGTC – and few are as nice as the example that we sampled here.
A more generous boot than any car nicknamed Sputnik deserves to have
The 1967 Mini Cooper S profiled is offered by Chequered Flag International and was delivered new to San Francisco and has remained in California since, as evidenced by the black plates. Finished with Almond Green under an Old English White roof, the interior is Porcelain Green and Dove Grey. Still fitted with its original hydrolastic suspension, it presents as a fine example of the breed. Please contact Neil for further information at (310) 827-8665.


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dates: 2019-09-09 until 2019-09-12
JW Marriott, Washington DC, .
The annual IFA Washington, D.C. fly-in is now named the Franchise Action Network Annual Meeting. It is an integration of our grassroots advocacy program, the Franchise Action Network, with our annual fly-in.
This meeting gives you the opportunity to meet with your representatives in Congress to discuss topics that can affect your business, such as the Save Local Business Act. This bill will restore a commonsense definition of joint employer and keep the industry on the road to success. IFA will set up the meetings and prep you and guide you beforehand.
This event is FREE for franchisees.
Event Type:
Event Website:
Website Link: http://franchise.org/fan

subset: commoncrawl


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Birthday Bear
This is a simple and sweet greeting card that works equally as well for an adult or child's birthday.
Inside is left intentionally blank for your message.
- Dimensions: 5″x7″
- Blank inside
- Comes with matching white envelope
- Printed on heavyweight velvet matte card stock in the United States
Mix and match greeting cards and save!
10% off greeting card prices when you order between 5-9 cards and 20% off greeting card prices when you order 10 or more cards. Coupon automatically applied in cart. *Excludes packaged sets.
50 in stock
Additional information
|3 oz
|7 x 9 x .25 in


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Well. How nice!
Hello :) Im a freelance web & graphic designer based in Edinburgh, Scotland. Late 19-oatcake I discovered a fabby devil in a box called "the-com-pu-ter" & became a self taught design nerd. After two decades of industry experience & first class BSc (Hons) I combine both digital & print design for all business.


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Finally, after several unsuccessful attempts, I got a firm to turn up at the house to measure up for a replacement window this afternoon. It's a very large picture window, and it was a commercial window fitting company from Angoulême which finally agreed to take on the job. Apparently it will take a team of four fitters to lift it into place - which probably explains why smaller, local companies weren't interested in the work.
The warm but wet weather has produced a crop of flowers on the shrubs in the garden - the dappled lighting in this shot was created by shadows from an adjacent tree.


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PIWG conducts turbine instrumentation research and development in areas that are of interest to all PIWG Members and Partners. Based on survey input from PIWGs membership, a listing of top technology focus areas was developed.
PIWG collectively focuses its energies and resources to develop state-of-the-art instrumentation and sensor technologies. To facilitate progress PIWG has formed technical sub-teams in the focus areas composed of technical specialists from member organizations chosen for their expertise in their particular disciplines. These sub-teams meet on their own, either through teleconferencing or in person, to address technologies in their related fields.
The technology areas listed below focus on development efforts required to meet anticipated instrumentation needs and offer potential technological solutions.


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April 30 2007
Parappa the Rapper™, Original Icon of the Music and Rhythm Video Game Genre, Returns for an Encore on the PSP® (PlayStation®Portable) System
Ten Years Following His Debut on PlayStation®, Beloved Rap Star Back on the Scene with a Host of New Social Gaming Features
Apr. 30, 2007
Parappa the Rapper™, Original Icon of the Music and Rhythm Video Game Genre, Returns for an Encore on the PSP® (PlayStation®Portable) System
Ten Years Following His Debut on PlayStation�, Beloved Rap Star Back on the Scene with a Host of New Social Gaming Features
FOSTER CITY, Calif., April 30, 2007 – Sony Computer Entertainment America Inc. (SCEA) announced today the North American release of PaRappa The Rapper™, an iconic character-based music and hip-hop game, available in July 2007 for PSP® (PlayStation®Portable). Developed by Sony Computer Entertainment, in association with legendary multimedia musician Masaya Matsuura and famed New York artist Rodney Greenblat, the Parappa The Rapper franchise debuted 10 years ago on the original PlayStation® and is widely credited with establishing the music and rhythm game genre that continues to thrive today. PaRappa The Rapper for the PSP system mobilizes PaRappa's hip-hop adventures and builds on the success of this iconic franchise.
Featuring all the characters, levels and songs from the original, PaRappa The Rapper increases the franchise's social appeal by offering a host of new PSP exclusive features, including the ability for up to four PSP systems to go head-to-head in ad-hoc battles; wirelessly share a demo level through Game Share; and use the PSP Infrastructure Mode to download eight additional playable remixes for players to rap along to.
"Bringing PaRappa The Rapper to PSP allows true PlayStation fans to re-connect with this timeless classic," said John Koller, Senior Marketing Manager, Sony Computer Entertainment America. "This also introduces the beloved PaRappa and his cast of colorful friends to a new generation of fans and potential hip-hop stars on the move."
Parappa The Rapper for the PSP system stays true to its stylish flattened animation technique and gameplay, combining fun and vibrant characters with hip music and a humorous storyline. Masaya Matsuura's infectious music and lyrics accompany PaRappa as he attempts to rap his way into the heart of his dreamy love interest, Sunny Funny, through various musical adventures. Using a rhythm, timing and coordination-based gameplay mechanic, players will bob their heads along with PaRappa and a cast of vibrant characters as they master its addictive gameplay. Players will first have to harmoniously press a designated controller button to help Parappa mimic the actions and lyrics of the Masters. As the player's skill level progresses, they will be able to break free into a one-of-a-kind freestyle session, giving them the freedom to create a new experience with each play.
The independent Entertainment Software Rating Board (ESRB) has rated PaRapper The Rapper "E" for "Everybody." For more information about the ESRB, please visit www.esrb.org.
About Sony Computer Entertainment Inc.
Sony Computer Entertainment America Inc. continues to redefine the entertainment lifestyle with its PlayStation® and PS one® game console, the PlayStation®2 computer entertainment system, the PSP® (PlayStation®Portable) system, and the ground-breaking PLAYSTATION®3 (PS3™) computer entertainment system.
Recognized as the undisputed industry leader, Sony Computer Entertainment America Inc. markets the PlayStation family of products and develops, publishes, markets, and distributes software for the PS one game console, the PlayStation 2™ computer entertainment system, the PSP™ system and the PS3™ system for the North American market. Based in Foster City, Calif. Sony Computer Entertainment America, Inc. serves as headquarters for all North American operations and is a wholly owned subsidiary of Sony Computer Entertainment Inc.
|Back to Top


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Horizon 2020
Acronym: Spoilage Down
Type of the action: SME Instrument Phase 1
Start date of the project: 1.2.2015
Duration of the project: 4 months
Summary of the action context and objectives
RELEX has built an innovative supply chain management solution for the demand forecasting and inventory optimisation of retailers and wholesalers. Unlike traditional supply chain management solutions, RELEX's is built on a unique columnar in-memory database and uses optimisation algorithms based on the supply chain research of the company founder. As a result, it is less costly, more flexible and much faster than traditional disc-based solutions.
RELEX's main future challenge is to develop the solution's functionalities and scalability to better serve food retail and wholesale sectors, where the business benefits are the greatest, and develop a marketing and deployment process and organisation to support rapid internationalisation. The project enhances RELEX's capabilities to address the whole European food supply chain market.
The objectives of the project were to:
1) prioritize product development requirements for maximum market impact by listing development options and rating them with (prospective) customers,
2) generate a market entry plan based on macro level data on numbers and company sizes of food retailers and wholesalers in EU countries,
3) select the best way for scaling up the processing capacity by evaluating product development needs for using clustered servers or public cloud server capacity and comparing cost structures of these options, and
4) generate a feasibility study with a business plan.
Work performed during the reporting period and main results achieved so far
The project was divided into six tasks.
In Task 1 a market study was conducted to build an accurate picture of the EU market. The market study consisted of market potential analysis of 28 EU countries, review of competitive situation and a survey where prospective customers were interviewed. As a result, France, Italy, Spain, the Netherlands and Poland were identified as the most attractive new markets for RELEX with a combined calculated market potential of approximately 400 M€. From competitive perspective, RELEX is able to differentiate with its in-memory-based solution and offering that focuses on food retailers and wholesalers.
In Task 2 a market entry plan based on the market study results was created. The market entries were prioritized based on the competitive situation, market maturity and market potential in the most attractive five countries. The Netherlands, Italy and Poland were chosen to be the first markets to enter and also a market entry strategy and business plans for each new market were formulated.
Task 3 product functionality development areas were prioritized based on identified customer needs in conducted customer surveys. Development areas were mainly identified within existing forecasting and replenishment modules. For example hourly forecasting or real-time ordering were identified as new possible functionalities.
In Task 4 scalability methods of acquiring more capacity or developing clustered calculation for private or public cloud were compared. Current server capacity is considered sufficient at the moment, but some of the development plans would mean even more granular level calculation operations, which would increase capacity requirements in the future.
Task 5 consisted of compiling a report of feasibility study results and creating a business plan to commercialize the innovation. Created business plan takes into account corporate finance questions based on which the larger main project can be realized.
Task 6 consisted of dissemination and project management of the project. The project was delivered in 4 months.
The study improved RELEX's understanding of market potential, competitive environment and customers' needs. As a result of the study RELEX now has a prioritized product development roadmap and business plan for the new markets.
Expected final results and their potential impact and use
When launched, the solution will enable food retailers and wholesalers throughout the EU to decrease spoilage, increase profits and improve customer service. In the EU scope, spoilage reduction would amount to 11–30 million tonnes p.a. This would reduce CO2 emissions by 22–60 million tonnes.
For RELEX, the market potential identified in the food retail and wholesale sector enables the company to continue at its current exponential growth
This project has received funding from the European Union's Horizon 2020 research and innovation programme under grant agreement No 662454.


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#iTunesSounds: Trey Songz – "Tremaine" – Mar. 3, 2017
Trey Songz has elevated himself to the top of the RnB world through a combination of his music and his appearance. Songz aka "Mr. Steal Your Girl" is back with his latest album on March 24th. He's releasing a single a week to coincide with his web series, "The Playboy." To date, he's released three songs and it has a feel that reminds me of arguably his most complete studio ready album, Ready (2009).
By: Brandon Clay @PSBPopCulture
The Breakdown:
All three tracks are quality music. My favorite might be the most recent release, "Song Goes Off." Listen to all three songs here:
Nobody Else But You
Song Goes Off
Brandon Clay serves as the publisher of PSBPopCulture.com. A self-professed entertainment, music and sports junkie, Clay has been on his game since picking up his first Nintendo and Sony Walkman in the early 90's. Adding in a SLAM (Basketball) Magazine subscription in the late-90's had him setup up for lifelong success. Clay is also a founding member of the "Luxury Boys Club" designed to stay on top of whatever is next in the world of PopCulture. You can follow him on Twitter @psbpopculture.


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From Conflict to Peace… Part 2
In From Conflict to Peace… Part 1, with a backdrop of the US elections, I introduced the notion of helping clients learn to adopt a listening supportive attitude towards all their inner experiences, rather than marginalising some and supporting others. This second part of two will introduce ideas for counsellors on how to incorporate these ideas into their therapeutic interactions. Here are some I've found helpful.
1. Reflect to capture multiple parts of the client's experiences in a dignifying way: If a client is condemning a disapproved part, using an example of grief, one reflection might be, "So it sounds like there's a part of you feeling like you should be over your grief by now, and there is another part of you that's letting you know it's still grieving." This response acknowledges the voice of the implied frustrated part and the grieving part.
2. Invite exploration of the disowned parts: For example, if a client says "I have this stupid fantasy of freedom – of just selling everything up and travelling. But it's unrealistic and I have responsibilities." The counsellor might reply: "It sounds like there's a part of you that values meeting your responsibilities. I'm also hearing there's another side in you that longs to sell up and travel. I'm wondering if would be okay to learn more about this desire to let go and travel. There may be something in this that might be helpful." In this case, the client's dream behind travel was freedom, peace, and novelty, yet her responsible side was dismissive of it. She had lost conscious connection with these deeper values due to her routine and mundane responsibilities of life. Listening to the rejected parts is not suggesting submitting to, or acting out of, any part but simply making space to understand each more fully.
3. Avoid siding with clients against other people: Empathically provide understanding for clients complaining about other people, and once the client feels heard, invite them to consider the other person's perceptions, feelings, values, and concerns. Conflict tends to narrow and distort perceptions, and increase the risk of more extreme reactions. Expanding awareness of the context and awareness of what might be concerning and motivating the other person can help defuse reactiveness towards them.
4. Help uncover the message under the packaging: Some parts deliver brutal and dangerous packages. Take for instance the suicidal part that is potentially lethal. The temptation in this example is to marginalise it, motivated by wishing to support safety. An alternative approach is to assume even the part that thinks about suicide is trying to be helpful in some way. Often suicidal parts are looking for a sense of relief from suffering or stress, display a resigned wish for a better future, or perhaps are looking for better internal or external support. These underlying motivations and messages are important to recognise and talk about. When the underlying messages are heard and supported, often the accompanying desperation diminishes.
5. Recognise hidden, implied, or potential parts: Using the suicidal part just mentioned, there is also an implied side of a part that wants to live given the person is still alive. This life supporting side might also be explored. Another example is when people have a self-critic part, there will also be parts which are being criticised (for example, a procrastinator part). Counsellors can listen to what is implied but not mentioned directly, and help draw attention to them. For example: "I can hear that there is a part of you that's angry about procrastinating this week, and it sounds like a procrastinating part showed up. I'm wondering if we can seek to understand both parts – the part that wants you to study and the part that didn't want you to study."
6. Help the client learn to understand the part from its own perspective: This approach is recommended in Inner Relationship Focussing, whereby the client is encouraged to listen to the felt sense inside, sense how it is feeling, sense what it wants (and what it doesn't want), and even to check if the part wants to speak. Some clients find this easier to do than others, and it may take some initial work in helping clients become more aware of their inner experiences. Richard Schwartz has a useful question in asking what the part needs so that it can relax. For instance, with an addict part, the therapist might ask "Check with the addiction part what it needs so it doesn't have to work so hard."
I have seen some dramatic results with this type of approach, and particularly with clients complaining of physical pain. The natural response of these clients is to disapprove of their pain and wish it to go away. By helping the clients to turn towards the pain experience with openness and curiosity, and to listen to it, they often receive a meaningful message from the pain. With the 'aha' moment, it is not uncommon for the pain to disappear as soon as the message is acknowledged (much to the pleasant surprise of the clients!). Pain is the body's way of communicating to us. Sometimes the body is attempting to communicate about something physical that needs attending to, and sometimes physical pain can be communicating a different message. Either way, pain is another example of a type of experience that we can help clients attend to respectfully.
I attempt to consciously work from a position that all aspects of the client's internal experiences are welcome and bring something of value to the client's growth process, and that often in the disowned parts lie important messages that relax when heard. Like people, parts soften when heard compassionately. Like people, they become more extreme and toxic when disrespected, ignored, silenced, or coerced. In counselling we can welcome a diversity of messages from within our clients with the belief that if all parts feel valued and heard, experiential integration and transformative learning will be more likely.
If you use any of these ideas, I'd love to hear how they work for you. Drop me an email at email@example.com.


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Remove MyBrowsersPage.com virus (Virus Removal Guide) - Chrome, Firefox, IE, Edge
Installation of MyBrowsersPage.com might interfere normal browsing sessions
MyBrowsersPage.com is presented as startup page for Internet Explorer, Mozilla Firefox, Google Chrome, Safari and Opera web browsers. Nevertheless, it has an official website; it might also trick users into installing it without realizing it. The program spreads in software bundles[1] as the WebStart.me browser extension.
Ability to infiltrate the system silently makes people believe that they are dealing with some kind of MyBrowsersPage.com virus. However, it's not such dangerous cyber threat. Security experts note that it's a potentially unwanted program (PUP) which has features of the browser hijacker.
The MyBrowsersPage.com offers quick access to popular social networks, email services, search providers and other sites. Even though it might allow customizing a convenient browser's startup page, you should manage your bookmarks and shortcuts without the interference of this program.
After the installation, you might have to deal with suspicious MyBrowsersPage.com redirect tendencies. It means that the hijacker might reroute you to unknown third-party websites. These redirects might occur when you click on a search result, links or out of nowhere. Indeed, such activities are annoying, but the PUP might force you to visit phishing[2] or other high-risk websites.
The hijacker is also related to MyBrowserHome.com and DuckDuckGo. These search services are highly discussed in the online community. Experts assume that these programs might be not safe to use. Therefore, users are also advised to stay away or remove MyBrowsersPage.com from their devices.
However, MyBrowsersPage.com removal might be slightly complicated. Browser hijackers are often capable of making some changes to the system, installing add-ons, altering Registry entries or shortcuts. Therefore, users have to reject all these modifications in order to get rid of the hijacker entirely. You can use Reimage Reimage Cleaner to speed up this process.
MyBrowsersPage.com virus might take over the most popular web browsers.
Installation of free programs might end up with hijacked web browser
RCPmedia, developers of the MyBrowsersPage, offers to download this browser add-on directly from the official website. However, it's not the only way how this application might end up on web browsers. According to the researchers from senzavirus.it,[3] this potentially unwanted program might be distributed with the help of various freeware.
Software bundling is the main distribution method of the PUPs, so you should follow these basic tips to avoid accidental installation of unwanted apps:
- Opt for the Advanced/Custom installation settings instead of Quick/Recommended.
- Monitor installation process and remove ticks from pre-selected additional downloads.
- Read the Privacy policy, Terms of Use and other provided documents.
- Do not install software that does not include above-mentioned documents that provide crucial information about data tracking and installation of additional software.
Eliminating MyBrowsersPage.com correctly
If your startup page was changed, you have probably tried to switch back to the normal settings and failed. It happened because of previously mentioned hijackers ability to install additional components and altering settings. Therefore, in order to remove MyBrowsersPage.com entirely, you have to clean all these entries.
The instructions below will show you how to investigate the system and wipe out all questionable entries from the device. However, you can always opt for the automatic MyBrowsersPage.com removal option and let anti-malware software to clean these components for you.
You may remove virus damage with a help of Reimage Reimage Cleaner . SpyHunter 5Combo Cleaner and Malwarebytes are recommended to detect potentially unwanted programs and viruses with all their files and registry entries that are related to them.
To remove MyBrowsersPage.com virus, follow these steps:
Get rid of MyBrowsersPage.com from Windows systems
These instructions will help you to investigate the system and remove MyBrowsersPage.com entirely:
- Click Start → Control Panel → Programs and Features (if you are Windows XP user, click on Add/Remove Programs).
- If you are Windows 10 / Windows 8 user, then right-click in the lower left corner of the screen. Once Quick Access Menu shows up, select Control Panel and Uninstall a Program.
- Uninstall MyBrowsersPage.com and related programs
Here, look for MyBrowsersPage.com or any other recently installed suspicious programs.
- Uninstall them and click OK to save these changes.
- Remove MyBrowsersPage.com from Windows shortcuts
Right click on the shortcut of Mozilla Firefox and select Properties.
- Go to Shortcut tab and look at the Target field. Delete malicious URL that is related to your virus.
Repeat steps that are given above with all browsers' shortcuts, including Internet Explorer and Google Chrome. Make sure you check all locations of these shortcuts, including Desktop, Start Menu and taskbar.
Erase MyBrowsersPage.com from Mac OS X system
Check the list of installed apps and their related files to make sure that hijacker-related entries are no longer installed on your Mac:
- If you are using OS X, click Go button at the top left of the screen and select Applications.
- Wait until you see Applications folder and look for MyBrowsersPage.com or any other suspicious programs on it. Now right click on every of such entries and select Move to Trash.
Eliminate MyBrowsersPage.com from Internet Explorer (IE)
Reset Internet Explorer to speed up hijacker's elimination.
Remove dangerous add-ons
Open Internet Explorer, click on the Gear icon (IE menu) on the top right corner of the browser and choose Manage Add-ons.
- You will see a Manage Add-ons window. Here, look for MyBrowsersPage.com and other suspicious plugins. Disable these entries by clicking Disable:
Change your homepage if it was altered by virus:
Click on the gear icon (menu) on the top right corner of the browser and select Internet Options. Stay in General tab.
- Here, remove malicious URL and enter preferable domain name. Click Apply to save changes.
Reset Internet Explorer
Click on the gear icon (menu) again and select Internet options. Go to Advanced tab.
- Here, select Reset.
- When in the new window, check Delete personal settings and select Reset again to complete MyBrowsersPage.com removal.
Uninstall MyBrowsersPage.com virus from Microsoft Edge
After Microsoft Edge hijack, you should follow these steps:
Reset Microsoft Edge settings (Method 1):
- Launch Microsoft Edge app and click More (three dots at the top right corner of the screen).
- Click Settings to open more options.
- Once Settings window shows up, click Choose what to clear button under Clear browsing data option.
- Here, select all what you want to remove and click Clear.
- Now you should right-click on the Start button (Windows logo). Here, select Task Manager.
- When in Processes tab, search for Microsoft Edge.
- Right-click on it and choose Go to details option. If can't see Go to details option, click More details and repeat previous steps.
- When Details tab shows up, find every entry with Microsoft Edge name in it. Right click on each of them and select End Task to end these entries.
Resetting Microsoft Edge browser (Method 2):
If Method 1 failed to help you, you need to use an advanced Edge reset method.
- Note: you need to backup your data before using this method.
- Find this folder on your computer:
- Select every entry which is saved on it and right click with your mouse. Then Delete option.
- Click the Start button (Windows logo) and type in window power in Search my stuff line.
- Right-click the Windows PowerShell entry and choose Run as administrator.
- Once Administrator: Windows PowerShell window shows up, paste this command line after PS C:\WINDOWS\system32> and press Enter:
Get-AppXPackage -AllUsers -Name Microsoft.MicrosoftEdge | Foreach {Add-AppxPackage -DisableDevelopmentMode -Register $($_.InstallLocation)\AppXManifest.xml -Verbose}
Once these steps are finished, MyBrowsersPage.com should be removed from your Microsoft Edge browser.
Delete MyBrowsersPage.com from Mozilla Firefox (FF)
Uninstall MyBrowsersPage and other add-ons created by RCP Media:
Remove dangerous extensions
Open Mozilla Firefox, click on the menu icon (top right corner) and select Add-ons → Extensions.
- Here, select MyBrowsersPage.com and other questionable plugins. Click Remove to delete these entries.
Change your homepage if it was altered by virus:
Click on the menu (top right corner), choose Options → General.
- Here, delete malicious URL and enter preferable website or click Restore to default.
- Click OK to save these changes.
Reset Mozilla Firefox
Click on the Firefox menu on the top left and click on the question mark. Here, choose Troubleshooting Information.
- Now you will see Reset Firefox to its default state message with Reset Firefox button. Click this button for several times and complete MyBrowsersPage.com removal.
Remove MyBrowsersPage.com from Google Chrome
Remove browser extensions or toolbars created by RCP Media and reset Google Chrome.
Delete malicious plugins
Open Google Chrome, click on the menu icon (top right corner) and select Tools → Extensions.
- Here, select MyBrowsersPage.com and other malicious plugins and select trash icon to delete these entries.
Change your homepage and default search engine if it was altered by your virus
Click on menu icon and choose Settings.
- Here, look for the Open a specific page or set of pages under On startup option and click on Set pages.
- Now you should see another window. Here, delete malicious search sites and enter the one that you want to use as your homepage.
- Click on menu icon again and choose Settings → Manage Search engines under the Search section.
- When in Search Engines..., remove malicious search sites. You should leave only Google or your preferred domain name.
Reset Google Chrome
Click on menu icon on the top right of your Google Chrome and select Settings.
- Scroll down to the end of the page and click on Reset browser settings.
- Click Reset to confirm this action and complete MyBrowsersPage.com removal.
Get rid of MyBrowsersPage.com from Safari
Follow these steps to remove MyBrowsersPage.com from Safari:
- Remove dangerous extensions
Open Safari web browser and click on Safari in menu at the top left of the screen. Once you do this, select Preferences.
- Here, select Extensions and look for MyBrowsersPage.com or other suspicious entries. Click on the Uninstall button to get rid each of them.
Change your homepage if it was altered by virus:
Open your Safari web browser and click on Safari in menu section. Here, select Preferences as it was displayed previously and select General.
- Here, look at the Homepage field. If it was altered by MyBrowsersPage.com, remove unwanted link and enter the one that you want to use for your searches. Remember to include the "http://" before typing in the address of the page.
Reset Safari
Open Safari browser and click on Safari in menu section at the top left of the screen. Here, select Reset Safari....
- Now you will see a detailed dialog window filled with reset options. All of those options are usually checked, but you can specify which of them you want to reset. Click the Reset button to complete MyBrowsersPage.com removal process.
About the author
- ^ Bundled Software. Techopedia. IT terms dictionary.
- ^ India Ashok. Ethereum heist: New phishing scam sees hackers rake in over $15,000 in just two hours. IBTimes UK. Latest breaking and business news.
- ^ SenzaVirus. SenzaVirus. The official site of the Italian security news.
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KPMG said that a net loss of $56m in the 18 months to December 31, 2012 and an operating cash outflow of $20m would sink the company unless trading improved and Fastjet secured additional funding.
Fastjet's management, in contrast, are confident that it can continue trading for "at least a year" and chief executive Ed Winter was in bullish mood at IATA's Cape Town AGM yesterday (June 4).
"When you look around the world at where low-cost airlines have gone in and brought affordable, good-quality travel to people ... the market expands," he told Reuters.
That hasn't won over investors, whose furious sell-off has caused Fastjet's share price to dive more than 70 per cent this year, down to just 66p in trading today (June 5).
A big portion of Fastjet's losses have been attributed to Fly540, the Kenya-based carrier it bought last year from London-listed Lonrho, which along with Stelios Haji-Ioannou's Easygroup is a shareholder in Fastjet.
Since the takeover, Fastjet has been involved in a long-running and damaging financial dispute with the management of Fly540's Kenya operation, while in Tanzania – where Fly540 now flies under the Fastjet brand – load factors have dropped to 66 per cent despite stimulatory fares as low as $20.
According to Fastjet, Fly540 has "seriously underperformed", running up a pre-tax loss of $18m, and the company is considering selling down its stakes in Fly540's Tanzanian and Ghanaian operations.
Yet Fly540 is only one of several problems facing Fastjet: partly as a result of Africa's under-liberalised aviation market, its cost base is still too high for profitable budget operations; questions also remain about how effectively it can sell tickets – despite some innovative sales strategies – in a region with low internet use.
The company appears to be pinning its hopes on a soon-to-be-launched South African joint venture and successful lobbying of other African governments to reduce passenger taxes.
Yet even modest success could bring its own problems if established African flag carriers with their tighter political connections decide to muscle in on the low-cost game.a


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EUROCONTROL & the SESAR Program: MEGA helps develop a collaborative solution for a highly complex system
Topics covered
- The scope and objectives of the SESAR program: develop safe, reliable ATM systems that can scale to meet the additional capacity
- The use of MEGA's methods and tools to map out a complex system
- The key benefits of using MEGA's solutions, including the ability to easily share information across project teams instead of just with system architecture experts
About the SESAR Program
The Single European Sky ATM Research Project (SESAR) is the technology pillar of the EU's Single European Sky initiative to standardize air traffic management (ATM) across the region. SESAR Joint Undertaking is a pan-European public-private partnership financed in equal measure by the EU, EUROCONTROL, and other airline-industry members.
About EUROCONTROL
EUROCONTROL, the European Organization for the Safety of Air Navigation, is a Brussels-based intergovernmental organization with 41 member states.


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For those of you that joined me live yesterday I created the dragon head you see before you now. Even though this sketch or creation of a dragon is something that I have done before, I really love the way the colored image came out because of all the detailing and definition that was included with the coloring. The end result was this texture packed drawing that looks super cool and so life like. The head shape, the structure, everything about this drawing screams dragon. So I hope you like this lesson on yet another head. Here is "how to draw a dragon head" in a super improved and not so complicated way. Adios people and look for other tuts coming your way real soon later today.
DragoArt members upload artwork and drawing tutorials! They are also allowed to leave comments on tutorials, profiles, etc. Many more features, as well; it's way better than just being a boring guest! Register Now!


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No Evil Rosé (6pk)
|Categories for this Product:
Vegan Friendly
|You are currently in:
|Vegan Friendly
More about No Evil Find a stockist
Pack Size: 6 Bottle Pack
Summary: The See, Hear, Speak No Evil Organic wines are sourced from fully certified Organic vineyards and made using minimal additions. The wines are Organic, Vegan friendly and made to EU guidelines for minimal preservatives (less than 30ppm Free Sulphur. A new benchmark in affordable Organic Wines.
Winemaking: Completely de-stemmed with a short maceration (a few hours) sufficient to impart colour and texture. Following a soft pressing, the juice is given a cool fermentation in stainless steel and allowed to ferment close to dry. Maturation on lees in stainless steel adds texture and malolactic fermentation is prevented to ensure vibrancy.
2018 Vintage: the winter of 2017 was very mild and without any rain at all until the month of June with soils replenished for the pending growing season. The mild conditions continued through Spring and Summer with very little rain but also without significant heat periods. The ripening was even throughout most of South Australia delivering very high quality with bright fruit flavours and good natural acidity.
Tasting Note: Extremely pale in colour, a very light salmon. The nose is restrained with notes of red fruits, rose petal and spice. The palate displays a core of vibrant red berry and candied fruits, building with layers of complexity to an impressively long and dry finish.
The below information is available for stockists of this product.
Bottle Barcode: 9344154011736
Carton Barcode: 9344154011743
No Evil Rose Tasting Note 2018


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BC: Fin
FC: World Cultures Vocab By: Radek Weisz
1: Culture The way people live, what they wear and what they eat.
2: Economics Money, supply and demand.
3: Beliefs What people think is true, religion.
4: History The past
5: Multiculturalism When more than one culture is in an area like a state or country


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ABET Centre employs administrative staffs whom are professionals in their field of specialization and expertise in the centre field of work.
The management of the centre is working to attract experts in the field of quality assurance an accreditation for engineering programs.
- ABET Accreditation Processes Development and Implementation.
- Identify best practices; as well as feasible and effective strategies that will help meet ABET accreditation standards.
- Leading the Internal Auditing processes at the Faculty of Engineering Departments.
- ABET Accreditation Processes Assessment and Evaluation; through direct and indirect assessment, Archiving and evaluating the academic and administrative systems to fulfil ABET Standards and requirements and to track and improve the programs' constituencies satisfaction.
- Developing continuous improvement plans, strengthening the processes, identifying communication and reporting strategies and statistical analysis, and identifying the appropriate support necessary to meet ABET Standards.
- ABET Processes Quality assurance and Quality control.
- Preparing Quality Assurance Reports and Accreditations' self-evaluation reports.
- Archiving and Documenting ABET Processes and requirements.
- Assist in defining/developing Quality key performance indicators, and reporting requirements.
- Developing, maintaining and conducting different types of quality management systems and accreditation standards at the faculty of engineering & IT as continuous enhancement of the Quality and Standards Framework.
- Developing databases and Management Information Systems for all constituencies in order to involve them in the continuous improvement and decision making processes.
- Developing quality system processes, i.e., records, procedures and document control.
- Organizing the periodic Committee's meetings and holding training workshops for the Engineering faculty's members concerning to ABET.


text:
Professional Pharmacists Australia insurance broker, Austbrokers Countrywide, are the first point of contact if you have any concerns about a dispute or incident which might require the assistance of your Professional Indemnity Insurance policy.
We are here to help! We can be the first port of call for any queries and arrange for you to receive legal advice where appropriate.
Notifiable Matters
The following provides a practical guide as to notifiable matters when you need to make a claim:
1. Claims:
- civil proceedings or written demand against you seeking damages e.g. letter of demand alleging breach of your professional duty as a pharmacist.
2. Circumstances:
- awareness of conduct which may give rise to civil proceedings e.g. through allegations of breach of your services as a Pharmacist or allegations you have caused bodily injury or a financial loss.
- awareness of a breach of regulations which may give rise to administrative or regulatory proceedings.
3. Representation at investigations and examinations:
- receipt of notice (written or oral) that a representative of the Company and/or individual Insured is required to attend or appear at an official investigation, examination or inquiry into the affairs of the Company.
Notification Procedure
When you become aware of a potential Claim or Circumstances and need to make a claim:
1. Immediately notify PPA's insurance broker, Austbrokers Countrywide, on Ph 1800 245 123 who will guide you
through the process and arrange for a claim form to be completed where necessary.
2. Information forming part of the initial notification:
- brief synopsis or overview of the facts
- intended course of action contemplated by the Insured in establishing the exposure of any Insured Person and/or the Company in terms of liability and quantum
- any additional information available in support of notification
3. When dealing with an initial complaint or potential claim, it is important that you do not admit liability and do not make any offer of settlement nor incur defence costs without seeking prior approval and consent from the Insurer. To do so could be construed as a failure to comply with policy conditions and has the potential to prejudice Insured's position under the relevant policy.
You can read about scenarios where members may need to make a claim below:


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The result of a proposed referendum on the fate of the Fourth Nuclear Power Plant in Gongliao District (貢寮), New Taipei City (新北市), will likely depend on how the question is phrased, a visiting psychologist and Nobel prize winner said yesterday.
Daniel Kahneman, winner of the 2002 Nobel Prize in Economics, said the outcome of a referendum can vary if the question is asked in different ways.
"You can manipulate the results by what we call framing your question, and that I think is certainly an important issue," said Kahneman, an Israeli-American psychologist, who was invited by the Commonwealth Publishing Group to hold a panel discussion in Taipei on rational thinking behind public decisionmaking.
"I have my doubts about the referendum method in general, because it tends to lock principles into place and make deviations from these principles more difficult," he said, saying that referendums have been abused in many cases across the US, such as in California.
Although a referendum represents important social values because it is an instrument of democracy that gives people the right to choose, it must be used carefully, he said.
Last month, President Ma Ying-jeou (馬英九) proposed holding a referendum on the controversial power plant, which is still under construction.
The referendum will ask voters: "Do you agree that the construction of the Fourth Nuclear Power Plant should be halted and that it not become operational?"
Critics of the referendum question fear that the question's phrasing will allow work on the nuclear power plant to continue by default because of the Referendum Act (公民投票法), which requires at least half of eligible voters to participate in a referendum for the result to be valid.
Kahneman also said that in gauging public opinion on the nuclear issue — which he said centers on "fear" — the government must understand what is driving opinion.
"We have to acknowledge the fact that people's responses and people's reaction to situations are not constant over time; they will change," the 79-year-old said. "When something has been safe for a few years, people feel too safe, and when there is a sense of threat, people feel too frightened and so the temporary reactions are much more extreme than the long-term reactions and that is something that has to be taken into consideration."
Worries over the Fourth Nuclear Power Plant have galvanized opposition to the use of nuclear power in Taiwan and led to several anti-nuclear protests, one of which drew an estimated 200,000 people on March 9.
Ma said at the panel discussion that the proposed referendum on the fate of the Fourth Nuclear Power Plant could play a key role in transforming Taiwan's civil society.
Given that it will take some time before the referendum is initiated, the government will provide "adequate and transparent information" related to the nuclear issue to the public to help voters make the best decision, Ma said.


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The Sporran is probably the most important accessory after purchasing a kilt.
Indeed, most would say buy it at the same time. To be honest, without a sporran a kilt looks, well, like a skirt. Also, you may have noticed a kilt has no pockets.
The sporran (from Scottish Gaelic sporan meaning 'pouch' or 'bag') stores all of your important items like keys, wallet, etc.
The following sporrans are beautifully hand-crafted in Nova Scotia. With proper care, they will likely last a lifetime or more, becoming a treasured heirloom, much like a well-made kilt.
Sporrans are worn centred at the front of the kilt, about a hand's breadth from the belt or waistcoat bottom. The straps rest on the hips and can be passed through loops at the back of the kilt. (If they exist.)
If you wear your kilt regularly, you may wish to consider an all-leather strap, as a chain can wear away the apron of a kilt over a period of time. They are fine, however, for special occasions.
All prices in Canadian funds.
All prices in Canadian funds.
IMPORTANT: The importation of sealskin is illegal under U.S. & EU law. Bovine will be substituted for all relevant sporran models.
PAYMENT PLANS Available
on orders over
(Canada & US only)
(Canada & US only)
All of my kilts come with a lifetime warranty. Any repairs (i.e. not alterations) will be done free of charge (excluding shipping) for as long as you own the kilt.


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|» Products
|» Gears
|» Pinion Gear
Pinion Gear
Product Code : KT - 01
Brand Name : KRISHNA TRANSMISSION
Price And Quantity
- Minimum Order Quantity
- 20 Piece
Product Specifications
- Gear Type
- Spur Gears
- Material
- Steel
- Processing Type
- Other
- Gear Tooth Profile
- Other
- Gearing Arrangement
- Spur
Product Description
In this domain our firm is recognized as a leading manufacturer and supplier of high quality Pinion . These products are manufactured at our fully incorporated manufacturing unit by making use of matchless quality materials and advanced technologies in compliance with the international quality norms. Our offered range of product line is available in a variety of sizes, dimensions and specifications to match with the requirements of our clients. The Rack & Pinion is ideally used in the steering mechanism of cars, rack railways and linear actuators.
Key Features:
- Dimensional precision
- Long service life
- Corrosion proof finish
Trade Information
- Delivery Time
- Days
- Sample Available
- No
- Sample Policy
- Contact us for information regarding our sample policy
- Packaging Details
- Packing as per Customer requirement
- Main Domestic Market
- Gujarat