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Party Downsize: The Ford Fiesta Mk1 and Mk2
FIESTA X-PACK AND SUPERSPORT
While the Healey Fiesta wasn't for public consumption (although the prototype still exists in private hands), British and European buyers could order some similar pieces through Ford's network of Rallye Sport dealers.
To make up for the demise of Ford's Advanced Vehicle Operations (FAVO) and its specialized RS homologation models a few years earlier, Ford developed a series of "Series X" packs for its most popular models, including the Fiesta. Some of that equipment was cosmetic (polyurethane spoilers and fender flares, RS alloy wheels), but there were also performance items like bigger front disc brakes, Bilstein shocks, and freer-breathing exhaust systems.
By late 1979, you could also order a Fiesta X with the 1,598 cc (98 cu. in.) five-bearing engine, the Escort Sport head, and a two-throat Weber 34 DATR carburetor, good for a claimed 90 PS (66 kW) and 94 lb-ft (127 N-m) of torque. Unfortunately, this was not a production option, but a rather expensive dealer swap, costing almost £800 (around $1,800) plus labor on an exchange basis. Adding the engine and every non-conflicting item in the catalog brought the X-pack tally to around £2,200 (almost $5,000) with labor, which of course did not include the cost of the car itself. We don't know how many X-pack Fiestas were sold; we assume that most buyers settled for selected pieces rather than the full kit.
The logical next step would have seemed to be a production Fiesta 1600 for the European market, but for the 1981 model year, Ford instead offered the mostly cosmetic Fiesta Supersport/Super S, which combined stock mechanicals with a body kit, spoilers, and 13-inch RS wheels. (British Supersports were all based on the 1300S, but the similar Super S model offered in some other markets could also be ordered with the 1,117 cc (68 cu. in.) engine.)
A 1982 Ford Fiesta Supersport shows off its fender flares, bumper overriders and driving lamps (optional on lesser Fiestas), tape stripes, and polished 13×6 RS alloys. The Supersport looks much like the Mk1 XR2, some examples of which now sport the same wheels. The obvious tip-off is that Supersports have rectangular rather than round headlights. The blue car in the background is a contemporary Mk1 Fiesta van. (Photo: "MARCH 1982 FORD FIESTA MK1 1298cc SUPERSPORT WBW922X" © 2009 John Catlow – U.K.; used with permission)
Some sources describe the Supersport as a marketing trial balloon, although after the 1300S, the Healey Fiesta, and the X-packs, one has to wonder how many times Ford needed to test the waters before jumping in. Given its timing, the Supersport strikes us more as a holding action. There may indeed have been some temporary doubts about the market — the 1979 fuel crisis had shifted buyers' attention back toward smaller-engined models and prompted Ford to introduce a more-frugal Economy version of the Fiesta 1100 — but development of a sporty 1.6-liter Fiesta was already under way.
FIESTA XR2 MK1
At the 1981 IAA show in Frankfurt, Ford finally introduced its first real Fiesta hot hatch: the Fiesta XR2. It was developed by the new Special Vehicle Engineering (SVE) unit, established in February 1980 as the modern successor to the old FAVO operation, albeit without the separate production line that had ultimately made FAVO too expensive to continue. The XR2 was SVE's second car, debuting about six months after their first project, the Capri 2.8 Injection. The latter was presumably the reason the Fiesta XR2 didn't appear sooner than it did; SVE's personnel and resources were limited.
After all the lead-up, the XR2's specifications were almost anticlimactic. The engine was the five-bearing 1,598 cc (98 cu. in.) Kent unit fitted with the Mexico head and cam and the Weber 32/34 DFTA carburetor from the Escort XR3 (subsequently replaced with a Weber DFT6), which yielded the same 84 PS (62 kW) and 92 lb-ft (125 N-m) of torque as the old rear-drive Escort 1600 Sport. The engine was lowered 0.6 inches (15 mm) in the chassis and mated to the FWD Escort's sturdier four-speed transmission and the taller 3.58 axle ratio from the now-defunct U.S. Fiesta.
The XR2 was the only European Mk1 Fiesta with round headlights. (Normally, there were also driving lamps on the front bumper as well, but they're missing on this car.) The paint job was also unique, as were the sport seats, two-spoke steering wheel, and "Shark Grey" upholstery, although the interior fitments were otherwise a combination of Ghia and S pieces. (Photo: "Ford Fiesta XR2 Sitting In A Supermarket Car Park In The West End Of Glasgow Scotland – 4 Of 5" © 2012 Kelvin; used with permission)
The XR2's suspension was basically that of the 1300S, but with shortened front springs to lower the nose about an inch (25 mm). An X-pack body kit and fender flares allowed wider 13×6 alloy wheels (modeled on but not identical to Wolfrace Sonic wheels), which in turn accommodated bigger vented front discs and a set of 185/60HR-13 Pirelli P6s. In all, the XR2 differed only in detail from the previous X-pack cars. The only really surprising thing about it was that Ford had waited so long to create what was basically a straightforward amalgamation of familiar pieces.
The price for all this was 15,700 DM in Germany, £5,500 in the U.K. (reduced to £5,150 in mid-1982), which was cheaper than an X-pack Fiesta with all the trimmings, but not exactly a bargain; the Fiesta XR2 was substantially more expensive than rivals like the Fiat 127 1300GT, Alfa Romeo Alfasud 1.5, or the more powerful Renault 5 Alpine/Gordini. (Interestingly, at least in the U.K., the XR2 was priced identically to the 1300 Ghia, which was slower and softer, but somewhat better-equipped.)
In a straight line, the XR2 was capable of 0-60 mph (0-97 km/h) in the mid-9s with a top speed of perhaps 105 mph (169 km/h), which was not in the same league as the bigger but more expensive Volkswagen Golf GTi or Escort XR3i, but a good deal quicker than most cars in the XR2's size and price class. Unfortunately, the XR2 was also thirstier than lesser Fiestas and many rivals, returning only 24-25 mpg (9.4-9.8 L/100 km) on premium fuel.
The XR2 had agile handling and excellent grip from its fat Pirellis, but civility was not a strong point. Noise levels were high and the firmer suspension and bigger wheels made the ride decidedly choppy. The wide tires were also prone to tramlining over uneven surfaces, which did the Fiesta's high-speed stability no particular favors.
The Mk1 Fiesta XR2's fender flares (basically the same as the ones used by the X-pack and Supersport cars) were ABS plastic while the front and rear spoilers were polyurethane — and relatively soft to comply with German laws on pedestrian safety. All the extra equipment made the XR2 about 90 lb (41 kg) heavier than a Fiesta 1300 S. (Photo: "Ford Fiesta XR2 Sitting In A Supermarket Car Park In The West End Of Glasgow Scotland – 1 Of 5" © 2012 Kelvin; used with permission)
The usual critics had mixed feelings about the Mk1 XR2, adjudging it fun to drive, but neither especially comfortable in calmer use nor an outstanding value for the money. The intended audience had no such reservations. The Fiesta XR2 was the latest in a long and generally illustrious line of fast Fords and if it was not the fastest or most polished car in its class, it felt racy (albeit sometimes more than its objective performance could really justify). Younger buyers responded enthusiastically, with a predictable effect on insurance rates, and the XR2 became a profitable image leader.
Tags: British cars, Ford, German cars, Henry Ford II, Lee Iacocca
Zipster
This very well researched paper prompts memories of our rental of a Fiesta in May, 1988 with which we toured Germany and France. I was already a fan of small cars and I found this one to be simple but quite satisfactory. I even drove it through Paris. It certainly was not fast, but I recollect that it could get 40 miles to the gallon. The one problem was finding the unleaded fuel that it required. Especially in France, this was very difficult. One final recollection: cars still had the right of way over pedestrians over there then. As a pedestrian I did not like it and came close to some fights after nearly being ran over. I like to credit my actiions with changing the law to favor pedestrians.
In a SIA's article "False Starts and Second Guesses", the author Jan P. Norbye talked about a ford's small world car in 1963 but he said no more with its layout (was it already a fwd cars?) Could you tell me more with this project?
Unfortunately, that article really doesn't say much about that project other than that it came from the Ford styling studio in Dearborn around 1965.
As I mentioned on the first page, Ford was talking on and off about doing some kind of microcar for emerging markets. That would not have been a B-segment car like the Fiesta, but something more along the lines of the modern Tata Nano — a very simple, austerely finished car with seats for four and a top speed of 90 to 100 km/h. My guess is that the study to which Norbye was referring was probably one iteration of that idea, which Ford kept playing with (in various forms) at least into the late '70s.
Thank you for your response. The Ford's idea about an emerging market's car was very advanced for 60's. Good article and topic, I like these car because my grandfather owned a blue fiesta MK1, a very well-looking and reliable car. Ford had done a good comeback to FWD technology.
MarveH
Thrilled to see this article. I'm a small car nut and love the Fiesta in particular. Four wheels, some vinyl and stick shift protruding through the floor is the recipe for automotive bliss. I wish we would have got the XR2 in the states but they can now be imported. All you need is the willingness to pay far more for something than its worth, I think I've demonstrated sufficient lack of judgment to qualify.
Hee — truer words…
There is something sort of compelling about no-frills cars. In practice, it's hard not to eventually be lured by convenience features (which is why so many modern Bs have power windows and optional satnav), but a well-sorted, no-nonsense basic vehicle has its own satisfactions.
Andrew Buc
If I may digress about the Ford Taunus . . .
At some point in the last 45 or so years, there was a very detailed magazine article about the gestation of the Cardinal/Taunus–I wish I had the precise citation, but I'll have to go from memory.
At the time Dearborn launched the Cardinal/Taunus project, Ford Köln had a subcompact fairly far along in development: front engine, rear drive, 1.0-liter OHC I4. It would have been the world's first production car with the camshaft driven by a toothed belt, but Dearborn shoved the Cardinal/Taunus down Köln's throat, so that distinction went to the Glas GT instead.
The feeling at this time was that a FWD car with longitudinal engine needed to have a very short engine, and that had been true of virtually all such cars: flat twins (Panhard, Citroen 2CV), triples (Saab, DKW, Wartburg), H4's (Lloyd Arabella, Goliath). Hence the V4.
The original plan was to have a "Ponypak," as they called it–engine, transmission, and front suspension as a module that could be removed and replaced whole. This proved to be a dead end, with NVH problems. The writer went so far as to say, "The Ponypak's fractious behavior was jeopardizing the entire program."
Ford U.S. also wanted to use single-leaf rear springs, and there was a question of whether they could be sourced in Germany at all.
Saab 96's were used as mules–a nice historical irony in that a few years later, Saab began using the Taunus V4. At this point the 96 front clip hadn't been designed with the V4 in mind (that came with MY 1967), so the engineers mounted the headlights in pods on the extreme left and right, and they must have looked even odder than stock 96's. When Henry Ford II swung through and saw one of the mules, he did a double-take. He said he wanted the car ready by such and such year, and after he left, one of the engineers realized that he'd meant the model year, not the calendar year, which meant that much less time.
The Cardinal version was canceled because it would have had almost the sticker price of a Falcon. The engineers in Köln had their marching orders and got the Taunus production-ready, but it was a sore subject with them for years afterward.
A couple of additions to this:
From what I read, the Cardinal's design had its roots in a proposal Ford-Werke had offered around 1957, when Ford started thinking about doing a compact car; Dearborn had solicited proposals from Cologne and Dagenham as well as a couple of internal studies. (One of the principal creators of the German design, incidentally, was August Momberger, formerly of Borgward, which probably had much to do with their thinking on FWD.) That project sort of stalled for a while, so Cologne moved onto their own FR design. In the interim, Dearborn more or less started over, borrowing some ideas from the German concept and giving them a new spin, which I assume is why Cologne wasn't necessarily happy with the results.
With the Fiesta, I think it was really to Ford's great benefit that other manufacturers had already established a degree of orthodoxy in that segment. The problem with moving into uncharted territory is that you end up with an odd mix of what the engineers think is clever and what the accountants think is affordable (the Corvair being a case in point). By the time Ford started working on the Bobcat project, buyers had a pretty clear idea what they could expect and what they wanted, so every time the project started going in an odd direction, the marketing clinics returned a resounding "Nope." (Ford clung for a remarkably long time to the idea of a RWD B and I think they only gave up on it because the clinic results were pretty uniformly negative.) Of course, marketing studies aren't the end all, be all of product development, and it is possible for a good idea to be "clincked to death," but such studies can be a useful guide to what NOT to do.
Since August Momberger had been with Borgward, I assume he'd worked on the Lloyd and Goliath?
Presumably, yeah. I don't know what the timeline of his Borgward career had been, but Ford engineers were very conscious of the Goliath, in particular, during the Cardinal project.
The article I mentioned turned out to be "The Ford Fiesta's Godfather" by Karl Ludivigsen, in the August-October 1977 issue of Special-Interest Autos. Aaron gave me a bibliographic citation for it, but he couldn't confirm that it was the same article because the Los Angeles Public Library's copy had gone missing. However, my local library had it. Fittingly, it was published when the Fiesta was introduced in the United States. If this topic in general interests you, it's an excellent read.
Mervyn Scott
Regarding Escort front suspension, only the very early cars used a compression link behind the axle line.Very soon they reverted to using a front anti-roll bar ahead of the axle to locate the track control arm.
My impression was that when the Mk1 Escort got the front anti-roll bar across the board in 1969 (if I recall correctly, the German cars may have had that from the start), they still had the compression link — the anti-roll bar ahead of the axle line, the compression link behind it. I may be reading it wrong; I'll check on that.
On further investigation, I think you're correct. (I had gotten it in my head that the compression links were retained with the anti-roll bar.) I've amended the text.
Harry Riedl
I have very found memories of the MK3 as was ferried about as a child in one around London. Also I passed my driving test on a nearly new MK7 facelift I really like the flexibility and performance of 1.0 ecoboost a relatively nippy car considering it 0-60 was mid 9 secs I do have a fondness for fords.
Joe Dunlap
Another great article Aaron, and this one dear to my heart. In 1979 I bought a 78 "S" model that had been a demo with 12k miles on it. It was a daily driver until 1985 when it became too small for our family of triplets and it became an autocrosser until I sold it to a friend/competitor in 1991. One correction I would like to make is regarding the rear suspension. It was a bit of an oddity and did not use 4 trailing links as stated in the article. It used 2 lower trailing links connecting below the axle, but there were no uppers. control of rocking motion of the axle was done with a bracket on the coilover damper. The damper was connected to a bracket behind and below the axle in normal fashion, while the aforementioned bracket attached to a peg sticking up out of the top of the axle, isolated by a large rubber bushing. The lower part of the damper was a bit stouter than normal to allow it to do this double duty. Not having the upper links also allowed for a bit more room in the back seat area, and I can positively state that one can indeed get 3 baby seats side by side in the back of a Mk1 Fiesta! Do keep up your great work sir, I look forward with anticipation to reading your stories!
Your comment pointed out to me that the reference to "four trailing links" was actually an error I didn't catch while I was putting together the article. Your description is right: there were two lower trailing arms, each of which was slotted to reduce its weight, and lateral location was handled by a Panhard rod on a rubber-bushed peg from the axle beam. I deleted the word "four" from the text, as the rest is correct. Thanks for the correction — I had missed that during the editing.
At some point <i>Road & Track</i> included the U.S. Fiesta in a group test. Their take on it was that in spite of its humble spec (pushrods, dead beam rear axle) it was a lot of fun to drive. Sounds like a Saab 96, although I doubt that it had the 96's passive safety.
Certainly at that point there was no particular shame in either pushrods or a beam axle. A lot of B-segment cars still use a dead axle (albeit now generally a torsion beam, which the Fiesta didn't get until the Mk3) and quite a few had pushrod engines into the '90s. For the era, the Kent engine was pretty competent; the U.S. car was very mildly tuned for emissions reasons, but the crossflow head design gave it a good balance of rev potential and mid-range torque. The nominally more sophisticated CVH engines that replaced it were not necessarily an improvement, despite having a higher specific output.
The Kent engine in its iteration in the US spec Fiesta was truly strangled compared to its European brethen. At first glance, looking at one disassembled and layed out on a table, one would think they were looking at a diesel engine. The cylinder head had no combustion cambers, all of that was in the tops of the pistons. The head was flat on the bottom and the valves themselves were smaller than the Euro version. The intake manifold was also compromised by the close proximity of the firewall making for very tight corners and narrow passages fed by a, as I recall, 28/32 Weber (or Holley knockoff). My personal fix for it (on my miserably small budget) was a bigger valve head from a 71 Pinto 1.6 and higher compression (smaller combustion chamber) pistons and a hand fabricated intake manifold with a pair of 1.5″ S.U. carburetors from a Volvo 122. Sort of a whoopee cushion of a car, but great fun to autocross!
All the five-bearing Kent engines, at least the regular-production variety, had Heron-type "bowl-in-piston" combustion chambers — that wasn't exclusive to the U.S. version. (The Valencia version had wedge chambers instead.) The U.S. cars did have smaller valves, although they did indeed have Weber carburetors; Ford tried some cheaper alternatives, but concluded that they didn't work as well.
The restricted breathing did have some payoff in mid-range torque, which is reflected in the U.S. cars' acceleration times, though obviously it wasn't a great boon to maximum horsepower, as the people trying to run Fiestas in Group 1 could attest. I suspect (though I don't know for sure) that part of the rationale of the Fiesta X in '79 was to help Ford homologate the better-breathing Mexico-style head.
The Valencia must have been used in the Pinto, as thats what the head was like that I found. It had a small wedge chamber, so with the smaller bowl pistons I found, the change in compression ratio must have been a wash. (I never did bother checking as there was nothing I could do about it economically). It seemed to run just fine on regular gas, although I treated it to premium on track days. :-).
The early Pinto 1.6 used the Kent engine, not the Valencia, which came later. The Valencia engine (a misnomer, really, because not all of them were built in Spain) had similar architecture, but had a shorter block and reduced bore spacing; the Kent engines had a common 80.978mm bore while the Valencia was standardized around a 73.96mm bore. (Most of the Valencia engines had three main bearings, but in the latter eighties Ford did a five-bearing 1,297 cc version as a price-leader for the Escort and Orion.) For that reason, I don't think a Valencia head would fit the Kent block.
I don't know offhand if the version of the 1.6-liter Kent used in the U.S. Pintos and Capri had a different head, although that's a possibility. The 1971 federal engine had 8.4 compression while the British versions were generally 9.0:1 and needed premium fuel.
Roger Gurr
The original 3 main bearing engine built in 997cc, 1198cc, and 1339cc sizes were subsequently developed into 5 main bearing form in 1297cc and 1499cc sizes. They had reverse flow cylinder heads, that is the inlet and exhaust ports were all on one side. These engines had flat topped pistons with combustion chambers in the cylinder head. The crossflow design debuted in 1967 with the Heron type design.
The twin cam Lotus derivative was a development based on the larger 5 bearing engine, I woulg guess it too had flat top pistons in order to keep reciprocating mass as low as practicable in this high revving form.
For the benefit of other readers, I should clarify here that the Ford Kent/Valencia engine family had a long and convoluted history, having been developed in the late fifties for the Ford Anglia and other smaller English Fords. The three-bearing "Valencia" 957 cc and 1,117 cc engines that went into the initial Mk1 Fiesta were the second set of three-bearing versions, not simply a return to the original Anglia. Years later (after the run of the Mk2 Fiesta and beyond the scope of this article), Ford created a new five-bearing version of the three-bearing Valencia iteration, which I think saw its last bow in the Mk1 Ford Ka in the nineties. Its lineage is complicated enough to really beg for a flowchart!
The Kent. Strangled by our first real anti pollutions regs here in Aus (ADR 27A, if you're really that keen) A pig to work on in the Escort Mk 2, and a wheezy gutless slug. It took real genius to make an engine that was that simple, yet that hard to work on.
I owned a 1980 Fiesta S…. I have never loved a car more… performance upgrades…Avon 12 inchers for tires…. Dark blue…. it was one of those cars I never should have let go…..
Rui Meireles
Dear Aaron,
I love your entire website but seeing this article about my first car is magical. My father bought a red/black Fiesta Ghia Mk2 when I was 5 years old. I rode in it growing up and it then later became my first car. Against all better judgement, I still have it to this day. I rarely drive it now but when I do I'm smitten with its nimbleness and uncorrupted manual steering. It's not fast by any means, but it's quite a fun little car.
You mention it didn't excel in any particular area but if I had to pick one, I'd say it's a very well appointed car for its time and price bracket. As an example If you look under the dashboard you will find the bottom is fully carpeted, something many much newer and more expensive cars don't feature.
Best regards, Rui
The Ghia models were quite plush for the B-segment, which was a savvy and prescient marketing decision — you didn't have to pay for the extra trim if you didn't want to, but if you did, Ford was happy to sell it to you. Of course, that was a lesson Lee Iacocca had learned years earlier and I have no doubt that Ford made a lot of money from it. (The price spread between the most basic Popular and the Ghia was sometimes as much as 30 percent!)
valvashon
In 1980 (or so) I was living in North Dakota, just outside of Fargo. We lived in a housing development with a gravel road that had a terrible "washboarding" problem like many of them do. Late in the summer I noticed a Fiesta had started going by my house, usually at a pretty high rate of speed, driven by a fellow teenager who I hadn't met yet. One day my dad had ridden up on his horse, and as I was talking to him in the yard there was suddenly a loud noise and a big cloud of dust across the empty field. Out of that cloud of dust came the Fiesta, tumbling end over end three or four times, coming to rest on its roof. My dad instantly galloped off to render assistance and I scrambled for my camera. By the time I got to the wrecked car in the ditch, neither my dad nor the driver was to be found. After the car came to a rest, my future friend Jeff unbuckled his seatbelt, fell to the roof, and climbed out the window. Finding himself mostly OK, he accepted my dad's offer of a horse ride back to his house. Jeff later told me that while riding the tops of the washboards he turned a little and that was enough to make the car catch and start tumbling end over end. The car held up really well and I remember being amazed at that and taking a fair number of pictures. If I can dig them up I will post links to them. Not surprisingly, that's not the only car Jeff has rolled and walked away from.
Claud Gurr
Another great article Aaron.
I worked as a mechanic in the '80s, mostly keeping older cars on the road as rust and wear took its toll.
Ford had a generally well deserved reputation for being easy to fix, even though they were no more reliable or less rust prone than contemporary rivals. No doubt this helped them maintain good secondhand values, a significant factor in costing buying a new car.
The Fiesta was in very high demand as a used car in the UK, as you said it had few shortcomings, this and being easy and cheap to maintain no doubt helped, as did Fords reputation in the UK for making a range of practical and pleasant cars at the time.
Claud
I assume repair and maintenance costs were a factor in the success of the Fiesta and then particularly the FWD Escort, which became the darling of the British company/fleet car market in the '80s. A lot of that market comes down to a pretty cold-blooded assessment of pence per mile and residuals.
Whatever one might think of Ford's styling or engineering during that era, their merchandising acumen was really something else. They clearly understood their market extremely well and calculated very precisely how to minimize costs without having buyers feel shortchanged.
Carl Byrns
I worked as a mechanic at a small Ford dealership in the early 80's and remember how much fun the Fiestas were to drive (and how not fun the early Escorts were!). Once we had two of them on the used line and one of the other wrenches and I raced them all over the lot and even in the shop one day when the boss wasn't looking. Real Keystone Kops stuff.
Man, I wish I'd bought one.
Jerry Kuszak
I remember racing a co-worker around the parking lot of the Pizza joint that we worked at back in 1985.He had a Fiesta also.can you say "stupid teenage fun?" I know you could….
The fun ended when I smacked a curb head on.Dad,I need $…
A Luptak
Funny how the complaints about the CTX/CVT in the Fiesta are the same I have about the CVT in my Nissan Altima. Excellent for highway use, but the lack of response, the droning engine note(2.5 Nissan not noted for smoothness) and non linear response can be obnoxious to deal with.
Dan Strayer
My former wife owned a 1978 Fiesta when we married. It was a wonderful little car!
SandyvdH
On the economic concerns, Ford (and others) then (as now) got round the challenge of amortizing initial tooling costs (heavy presses and dies for new shapes were always very expensive), by extending the production runs of these very cars, but of course it was necessary before investing to have confidence that the car would sell in reasonable volumes. I remember discussing the forthcoming Fiesta in (must have been about) early 1976 in relation to the recently introduced Renault 5, and being told that Ford welcomed the obvious success of the Renault because of the way it defined and expended a new class: maybe I read something in the motoring press along the same lines. No doubt it was partly a "party line" courtesy of the marketing department, but it was also, partly, fair comment.
The size of the investment was also increased by the "green field" plant decision, but of course in the longer term they no doubt calculated than a new plant in Valencia (using the lessons learned with the recently opened Saarlouis plant) could be operated more cost effectively than older facilities in Dagenham or Koeln-Niehle. And Ford do seem to have negotiated a very privileged status in Spain where for more than two decades Seat had been able to sell older designs by competition from modern designs from competitor manufacturers. The Spanish economy was still growing rapidly, but (in an age before most assembly was done by robots) industrial wages remained far lower than in England and Germany, and even if Franco was not universally loved in the country's industrial regions, the industrial relations issues encountered in the UK during the 1960s/70s seemed unlikely to arise in the Valencia region. Even if future membership of the EEC for Spain was not a foregone conclusion, it did not take any particular insight to spot that Franco was quite old, and that his departure would most likely involve some sort of regime change…. So I do think the Valencia plant was an important component in the decision to go ahead with the Fiesta. (The 13 April 1977 issue of Auto Motor u Sport has an interesting half page on the Valencia plant and the government:Ford relationship background, if anyone can face the German language.)
Aside from the plant, I think Ford was also keen to get into a new market; they were concerned with the fact that their European business was very much concentrated in the north. Trying to compete directly with Peugeot, Renault, and Fiat with a new and unproven product IN France and Italy was going to be an uphill battle, but Spain was largely new territory.
My memories are of two Fiesta's, both S models. The first was a rental in Brighton the summer of 1979 as my then-fiancee and I were over for the World Science Fiction Convention. I'd seriously looked at one that spring, but dad was loaning the money, and loans were only available for Chevrolet's (dad was an ex-dealer). Absolutely loved that car on the B-roads between Brighton and Battle while Sally (who was completely indifferent to cars, considering them transportation appliances and nothing more) did the trip crouched down in the footwell. The thought of her beloved driving on the wrong side of the road for the first time, on the wrong side of the car, in his first front wheel drive car ever, AND attempting to learn how to four wheel drift it was a bit much for her.
My other memory of that car was the abysmal British assembly quality. A Hertz rental with a two-digit odometer when we picked it up, it was already rattling and sounding like it was going to fall apart. I can understand why we Americans got the German built cars.
Six years later, I finally got my own 'S', a used and repainted '79. Had it for three years, fighting the rust monster every spring. It had an annoying vibration at 55mph which I fixed by never driving at that speed. Just take it up to 70 and everything was smooth.
Still think it was one of the finest basic cars ever made.
When I was 10 years old, we had a 78 base model and an 80 decor model. Both had been purchased new. Both yellow. At 10 years old, it was much less cool having 2 yellow Fiestas at the same time for your family vehicles. My dad commuted a half hour daily and ran the heck out of the cars and would brag about them at every chance. Being a gruff old-school guy from a different time, it was a big deal that he converted to the little cars. He said the 78 was notably faster than the 80 for some odd reason. After trading the 78 for an Escort :( the 80 went through two of my sisters and then on to me. I abused that 80 model being the car I really learned to drive with. I drove it stupid and hard and it had seen 4 wheels off the ground on a few occasions and it still never let me down. Even drove it a half hour home one morning with a broken belt (which ran the water pump also) and still hung in for the long haul. About 220000 miles without an engine rebuild, clutch, tranny, or any major deal-killing problems. I absolutely loved the car and actually turned down a brand new Festiva (from the Dad finance dept.) when I was in college after a minor accident. ABout 12 years ago, I finally purchased the car from California that I always wanted to build with dual weber side-drafts, roll cage, adjustable suspension, etc. I had purchased lowering springs on ebay and was negotiating some more parts when the guy said he hadn't taken the car apart yet and it may be worth just buying the whole thing. When he sent me a picture of a yellow rust free car, I was in love.
Loved the article.
I currently own a 78 Ghia.You can check it out at Clunkbucket .com.It is my third and best Fiesta to date.It is so much fun that I cannot imagine trading it in for another modern boring car with no exhaust note,road feedback or character.I still surprise unsuspecting boring modern car drivers with the quickness and nimbleness of this car.They just don't get it at all.Cheers to Ford for bringing this car to the USA! I feel like I'm 18 years old every time I get behind the wheel…..
I currently own a Black 1.3 MK2 fiesta Ghia.It was given to me years ago by a franchise owner in order to get me back on the job,.. his house.I love it.
Why? because it was given to me by a man I still think of as totally kool, it goes up Rownhams Hill and passes everything in sight, it has a cassette player which I could not live without and it encourages my neighbours to dent it at every given chance they get because they do not understand the concept and only see the weigh in value.
Whilst they are still at this price grab one quick then you will get it.
I believe the rear wheel drive Cheetah project was canned when the Vauxhall Viva transmogrified into the Chevette, both 'orrid little things. Ford could see the wisdom of NOT doing it that way.
We had an elderly Mk 1 Fiesta in Ireland. Boy did that motor rattle.
A fun little thing named Colleen.
My wife demanded a bigger car when she put her back out driving little Colleen down Mooncrater Street aka Douglas Rd in Cork!
Got an early Vectra.. Another story indeed.
The impression I got was that Ford gave up the RWD idea before the Chevette debuted, but I'd have to double-check the dates. The big issue from Ford's perspective is that the money men dearly wanted RWD to cut tooling costs, but potential buyers turned up their noses at the Cheetah in every consumer clinic and marketing focus group Ford held on the matter. I don't think any of the cars Ford showed were running prototypes, so it wasn't a matter of dynamics but really of space. FR layouts are really bad for packaging efficiency in B-segment cars and I assume putting a RWD Cheetah mockup next to a Fiat 127, Peugeot 104, or Volkswagen Polo made that readily apparent.
Lotus Rebel
Do any pictures exist of the RWD Cheetah project?
Also interested in finding more about the 1963 Ford World Car project, which apparently pre-dated the Bobcat project that eventually became the Fiesta.
Ford did not have any photos of it in their archives, but I think there may have been some in the more comprehensive development articles from around the Fiesta's launch. (I don't remember offhand if there are photos of the Cheetah in Edouard Seidler's excellent book on the Fiesta.)
Another intriguing piece of backstory is Ford's mooted collaboration with Toyota on what became the first Publica. I don't think Ford had anything to do with the design of the Publica, but there were serious discussions with Toyota about joint production (this circa 1960–61). Eiji Toyoda's book discusses that deal at some length.
I see, know that GM were working on similar small car projects such as the Vauxhall XP-714, Vauxhall S Car and Vauxhall Scamp projects (see Vauxpedia).
The only other small car project I am aware of which has a connection with Ford is a sporting version of the 4-wheeled Reliant Rebel called the Rebel 1600 GT, using a 80 hp 1.6 Ford Crossflow engine from the mk2 Ford Cortina 1600E.
Ford seemed to have a certain ambivalence about the whole thing: They kept returning to the idea every few years and then deciding it wasn't worthwhile. Part of the disconnect, at least until the '70s, was that many within Ford saw such a car primarily as a gesture toward what today would be termed "emerging markets" (such as Japan in the early '60s or later India and other parts of South and East Asia) rather than a viable part of the mainstream European or American markets. The Anglia and Escort were already about as small as Ford figured their existing market would bear.
As far as the U.S. went, that was undoubtedly true. In the U.S. in the '70s, a whole disparate mix of B-, C-, and D-segment sedans and hatchbacks were lumped together as "economy cars" in a way that would have raised the eyebrows of a contemporary buyer from most other markets.
Sure Ford justified their reluctance to develop a smaller car by how they costed a Mini and allegedly found it to be unprofitable (due to the former Morris personnel involved in properly costing cars being marginalized under BMC), yet there is some appeal in the idea of a 60s RWD sub-Anglia / sub-Escort hatchback car especially one fitted with a Twin-Cam or BDA engine and both Ford UK / Ford Germany must have worked on such projects prior to project Bobcat.
It is interesting to note regarding the 1963 Ford World Car project that it appeared roughly the same time as the larger Ford Cardinal project, which makes one wonder whether there is a connection between the two projects.
Going back to the Fiesta, the mk2 Fiesta spawned interesting less known variants from an uprated injected version of the Fiesta XR2 putting out around 115 hp and a turbocharged version of the Fiesta 1.6 XR2 by Turbo Technics putting out 125 hp, to an assortment of German tuning companies offering turbo kits for the 1.6 diesel engine with Suhe's version putting out 85 hp.
The Cardinal project went back a good deal further and had a fairly torturous history; if anything, the later World Car project was perhaps a response to the Cardinal not materializing as intended, as in a sense was the Mk1 Escort.
As the article says, the general feeling at Ford was that they really didn't need anything smaller and cheaper than the Escort. Looking at the dimensions and prices, you can sort of see why. It would have been difficult for Ford to produce something meaningfully cheaper than the Anglia, even if it had been smaller and completely conventional in engineering, and to the extent there was a market for something more economical to run, Ford didn't think it was worth a big investment. It was certainly a lower priority than trying to finally align FoB and FoG.
I opted not to get into the aftermarket versions of the Mk1 and Mk2 Fiesta for the same reason I sort of glossed over the various factory special editions: just listing them all gets voluminous. The Fiesta certainly benefited from its commonality with the Mk3 and Mk4 Escort, which meant that any time some performance item was offered for the latter, someone would inevitably stick it on the Fiesta, whether Ford did or not.
Edmond Phillibert
The story of some postwar fwd prototypes "light car project" also have fallen into oblivion. It could be interesting to tell it (although there is enough informations). In the SIA's article, a picture of a mockup with a transverly mounted engine was showed but it was the only one which I knew. However, on Deansgarage site, there is an interesting issue about Joe Oros, the ford's designer. one photo looks like a styling proposal for this project (http://www.deansgarage.com/2016/joe-oros-ford-designer/). This car was like a mini with short front end and some tiny wheel.
I'm not sure which of those you're looking at specifically, but most of them look to be concepts for late '40s to mid '50s standard Fords, plus a couple of Lincolns. A number of them appear to be scale models, which makes them look a bit more diminutive and toy-like than they actually were. That said, Joe Oros did have some involvement at the beginning of what became the Bobcat/Fiesta project.
As I understand it, the original development team had done some very crude mockups to illustrate the size and packaging — sort of the model equivalent of gesturing with your hands while saying, "And about this long…" However, the executives who saw the models had a hard time grasping that the mockups were not intended to represent what the car would actually look like, no matter how many times the development team said so. Finally, someone talked to Oros to get some help from styling in creating concept models that looked like real cars. Those designs weren't intended for production and I don't think they had any particular resemblance to the design studies done for the production car (which came later); they were mostly internal sales tools.
Certainly, you are right but they already had the idea for fwd small cars which eventually led towards the ford fiesta. Thank you
I wanted to point out the Oros44 picture.
Seems Ford of Germany in 1959 developed a rear-engined roughly Fiesta-sized project to compete with the Volkswagen Beetle and Renault Dauphine known as the Ford NPX-C5 that was to be powered by 34-40 hp 1.0-1.2 inline-4 engines and had a length of 146 inches (similar to 4-door SEAT 850, NSU Prinz 1000 and Simca 1000), the project was given the green light and dubbed the P4.
However Lee Iacocca disliked the car and felt it was too small for the US, which prompted him to launch the much larger front-engined fwd Ford Cardinal project that inherited the P4 codename and later became the German-built Ford Taunus P4/P6.
Thanks to the Facebook Group Car Design Archives for the above information.
Though it appears that costs prevented the NPX-C5 project from entering production in Germany, it is interesting to note that the NPX-C5 was smaller then a UK-built Ford Anglia and it's 1.0-1.2 Inline-4 engine seems curiously similar to Ford UK's Kent unit in terms of displacement even if there is no apparent connection between the engines.
I believe they're conflating a number of pieces of a very complicated story, not all of them in the right order. To the best of my knowledge, the project you're describing was developed about three years earlier than you mention and was part of a competitive design proposal process involving Dagenham, Dearborn, and Köln. The German FWD proposal was primarily the brainchild of August Momberger, formerly of Borgward, and probably inspired in large part by the Goliath GP. The Cardinal project was developed in Dearborn, not in Germany, and was essentially a follow-on to the earlier proposals, drawing bits and pieces from both of them with some new ideas intended to address their perceived limitations. It received development approval about five months before Iacocca became general manager of Ford Division, so while there were a lot of voices involved in three countries, I doubt Iacocca's was one of them at that stage. (Iacocca was of course responsible for killing the U.S. version, but that was two years later, very soon before production began.)
The inline four, which was an OHC engine, was something quite different. I believe a V-4 was part of the FF package concept from the start (since the engine was to be set ahead of the transaxle, that seems likely). However, in the interim, Köln also came up with an alternative design with a more conventional FR layout; that's what the I-4 was intended for. Since it had an overhead cam, I very much doubt it was related to the Anglia 105E engine other than being of roughly similar displacement.
Also for an 1.0-1.2 Inline-4 OHC engine it seems pretty underpowered compared to the Kent though probably a better alternative to the V4 assuming it was capable of being enlarged along similar lines to the Kent and V4 engines.
Since the inline engine never came near production, I don't know how much power it would actually have had. Again, I suspect the group you mention is conflating several sets of facts, so I don't know how much stock to put in the 34–40 hp figure. The early three-bearing Anglia 105E engine had 41 hp from 997 cc and I can't see an OHC four of the same displacement being less powerful than that, although I don't suppose it would have had any more torque. (The Kent got a lot of massaging over the years, driven by the need to use bigger versions of it in the Cortina.)
From what I have been able to look up from reading up the translated German language links shown in the group. The rear-engined NPX-C5 was a separate project by Ford of Germany intended for Europe, while the Cardinal was developed in the US for both domestic and German markets yet later pushed on Ford of Germany.
Interested to know what Dagenham's contribution was in the competitive design proposal process.
What intrigues me is that many an enthusiast has always assumed that Ford of Germany's only small engine option was the dreadful V4 engine in the Cardinal aka Taunus P4, whereas the NPX-C5's OHC unit suggests that there were other options available had the green light been given as an alternative to the V4 unit for either the Taunus P4 or NPX-C5.
The only other German company around that period that developed a similar small OHC engine with valve gear driven using a toothed rubber cam-belt,was Glas via the Glas 1004.
The V-4 was deemed essential to the FWD package for packaging reasons. At that point, to fit an inline-four within the requisite exterior dimensions would have meant setting it transversely and probably using a chain to drive the transaxle, which was something Ford engineers considered and were not happy about. My understanding is that the V-4 was designed with a "compactness uber alles" mindset, although they had to compromise somewhat to get it to work at all.
Ebay seems to be selling that particular issue you are after.
Somewhat OT though it is curious that Ford of Germany never produced a direct pre-Escort equivalent to Ford UK's Anglia, unless NPX-C5 was conceived as such or there was somehow an as yet unknown smaller Taunus P4-based project with a destroked 1000cc V4.
It is surprising that the German market went for the more middle-class offerings first — one would ordinarily expect (for instance) the Opel Kadett to have come before the Rekord rather than the other way around.
Seems that Opel (along with Vauxhall initially as separate projects) only recognized the need for a smaller car by the late-1950s, with the Opel Kadett A originally known provisionally as the Opel 700.
Guess the unexpected success of the Volkswagen Beetle by the early/mid-1950s had many companies scrambling for an answer, kind of wished the US's Big Three joined the mix with their unconventional proposals (GM / Vauxhall's XP-714, Ford's NPX-C5 and whatever equivalent Chrysler US was cooking up at the time).
I am guessing so far as Opel and Ford-Werke are concerned, it reflected their assessment of the state of the German economy and whether there were enough buyers who could afford something Kadett/Escort-sized who couldn't just buy the bigger cars. The Japanese market followed a similar trajectory; the Datsun Bluebird and Toyopet Corona preceded the Sunny and Corolla by quite a few years, although there were the early kei-cars, which one could (very loosely) compare to the German "bubble-cars" of the late '50s.
Okay, on further investigation, it appears the group post you saw is based on a German article in auto.de from last August, which has photos of the prototype. Several points are obvious factual errors: again, Lee Iacocca was not president of Ford, nor even general manager of Ford Division, in February 1960. The two photos described as NPX-C5 don't appear to be the same model. The first photo looks like an early full-size model of the Cardinal (the greenhouse is close to the production 12M, but the grille is a different shape) while the second is a quite different two-box design. As for the engine specifications, I remain skeptical because even the 1.2-liter engine in the late '50s Taunus 12M — which was an undersquare L-head design — managed 43 hp by 1957.
Again, I think what's likely happened is that someone has conflated details about several distinct developments and reassembled them in the wrong order. The car Köln wanted to build at the time the article describes was FR, not RR, although it seems perfectly reasonable that Ford-Werke would have at least contemplated a RR car in this period. Interestingly, the belt-driven OHC design the Germans came up with was not inspired by Glas — it actually preceded the 1004, at least the production iteration, by more than two years.
I see, thanks for investigating further.
It brings up the question of how one explains existence of Ford's rear-engined two-box design that appears to precede the Volkswagen Type 4 from the rear?
Aware the NPX-C5's belt-driven OHC engine preceded the Glas 1004 design by a few years, just that the motor industry tends to be a small world where a design (be it an engine or car) rejected by one company is subsequently accepted upon engineers involved moving to another company.
Though the following is baseless speculation on my part. It might have possibly been the case that the 1.0-1.2-litre NPX-C5 OHC engine's claimed power output of 34-40 hp was actually confused with the V4 unit.
That is if one assumes the V4 was originally conceived as a 34 hp 1-litre engine (of around 992-999cc) for Ford Germany's original "Anglia-sized" NPX-C5 small car project, prior to growing in size and being fitted with enlarged 40-55 hp 1183-1498cc V4 units for the Cardinal / Taunus P4 (until US production was canned).
To be perfectly honest, I'm not sure how much of the information in that article is at all reliable. I haven't found any other references to an NPX-C5 project other than the autos.de article and the Facebook group that refers to it, and none of the information I have on the Cardinal's development (I did find that SIA article, which is by Karl Ludvigsen) mentions a RR program. The article contains several clear factual errors, mislabels one of its two photos, and leaves me uncertain about the provenance of the other (although it is pretty clearly a two-box RR model). Ford-Werke had previously proposed a FF car, circa 1956–1957, which was not the Cardinal project but an unbuilt precursor to it; it seems reasonable to me that they would have at least contemplated an RR model, but I haven't found any specific indication to that effect. The model Köln proposed as an alternative to what became the P4 12M/15M was a FR design, not a RR one.
As for the engine, I can only take the article's quoted power outputs with a sizable grain of salt. The 1,172cc inline-four in the late '50s Taunus 12M had 43 hp by 1957; why would Köln propose investing a substantial amount of money in an all-new OHC engine that was no more powerful than the existing, rather elderly undersquare L-head engine? That doesn't seem like a terribly prudent investment.
The V-4 development was, according to Ludvigsen, in two directions. The initial conception was for a 1.1-1 or 1.4-liter 20-degree engine, very Lancia-like, development of which continued for a time in parallel to the now-familiar 60-degree type. Since the narrow-angle engine was canceled in the spring of 1960 due to too many unanswered engineering questions and a lot of balance issues, any reports of its output are either not representative (the output of a troublesome, cobbled-together prototype is not fairly comparable to a production engine) or really speculative.
Again, the idea that there was a RR project seems reasonable, but I'd have to get in touch with Ford Archives to see if they have anything more substantive.
You have a point regarding the 1.0-1.2 OHC engine.
Shame the initial 1.1/1.4 20-degree V4 design never worked out, makes me wonder whether the related Cologne V6 was in turn also originally intended to be a narrow-angle design roughly similar to BMC's own shelved more sophisticated narrow-angle V4/V6 engine project.
Thanks again for looking further into this subject.
Nope, the Cologne V-6 was conceived along with the 60-degree V-4. In fact, that was one of the reasons Ford decided the 60-degree engine was more viable: The development team said, "Hey, you know, we could make a decent 60-degree V-6 out of this pretty easily." So, while the V-6 didn't appear until several years after the V-4, the idea was on the table almost from the start. (Of course, you can also make a narrow-angle V-6, as Volkswagen reminded everyone in the '90s, but a 60-degree bank angle makes it quite straightforward.)
Kevin Flood
Guys, don't forget the horrific Essex V4 used in the Corsair and the Transit :)
Yup — as I understand it, the Essex family was originally conceived for the Mk1 Transit, which was the first real Dagenham-Köln joint development project. I don't know offhand when the idea of making a V-6 of it to replace the I-6 in the Zephyr and Zodiac came into the picture, although given the timing, I assume that at the latest, it was around the time the Transit debuted.
Where would the British kit car industry have been without the 3-liter Essex, though?
I was working at a Ford dealer in Reading UK when the first Fiesta was delivered. In comparison to what we had been working on it looked like something other worldly :) A colleague noted that the driveline looked very Fiat like. But once the guys worked out that they could spin the gearbox around to do a clutch without removing the driveshaft's, meaning they could do the job way quicker and therefore earn more money. The Fiesta soon became the norm.
A curious thing about the mk1/mk2 Ford Fiesta is the fact they were only available as a 3-door hatchback.
Turns out Ford looked at 2/4-door saloon variants, the European version looking rather attractive and suggesting there was potential for a Fiesta 5-door hatchback bodystyle.
https://driventowrite.com/2017/01/24/ford-fiesta-development-story-part-1/
Not that many UK kit cars used the Ford V6 engine;far more were built using the lightweight(by the standards of the day)I4 Kent engine, and plenty of power was simple to obtain therefrom.The V6 found a home in the limited production Reliant Scimitar family, the Marcos, and the Gilbern.
The line between "kit car" and "limited production model" is of course a narrow one, particularly with cars like the Gilbern that you could buy in kit form as a purchase tax dodge. (Scimitar fans might object to that characterization, I suppose.)
Lotus, Marcos, Gilbern were sold for home assembly as complete sets of parts, really CKD cars, until the Purchase Tax laws were changed. Professional assembly was not allowed , otherwise the tax became due,
but that didnt stop some smaller garage, on the quiet, putting the cars together for the mechanically inept.
In the UK, a kit car is one in which the builder buys a kit, usually a bodyshell, a chassis, maybe the suspension, and the drivetrain mountings,and separately obtains the other parts from one or more donor vehicles.
Yes, I'd learned that when I looked into Gilbern for the sidebar on shooting brakes in the Volvo P1800 article. It's one of those details that's really crucial to understanding the development of the "kit car" market in the U.K., especially when one considers that purchase tax could be 40% or more of the purchase price!
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The Luigi Micheletti Award is the European prize for innovative museums in the world of industry, science and technics. It is one of the leading activities of the Luigi Micheletti Foundation.
3. The active involvement in the nomination and selection process of candidates of formerwinners and of other museums which have made a contribution to the development ofmuseological discourse in this specific area of interest.


Have a heart. Pretty, heart-shaped tomato was our 2012 taste test champ. Flesh of the 2 oz., deep-red fruit is thick and juicy, aromatic, sweet and tasty. Cherries are scrumptious right off the vine, ready to star in salads or as snacks. Indeterminate.
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Rated 5 out of 5 by Dees Garden from Vigorous seedings, great patio plant I had none of the germination trouble other reviewers noted (I did with other plants, but not these). Planting 2 seeds per cell netted me 4 healthy seedlings from 10 seeds. They grew quickly under lights and were quite large when set out over Memorial Day weekend. I planted the three most vigorous plants in a large whisky barrel planter and added a tomato cage for stability. The plants have overgrown the cage (7/25/16) and are covered with heavy fruit. I just realized that they are very top-heavy and the pot tipped in a bad windstorm, but even that didn't phase these plants. I'm entering several prime fruits in the local county fair and hope to bring home a ribbon! So far the flavor is nothing special, but other reviewers have noted improved flavor as the season progressed, so I'm hopeful.


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You Are Here: Home » Comparing the 2021 Hyundai Tucson and 2021 Hyundai Kona in Metairie, LA
Comparing the 2021 Hyundai Tucson and 2021 Hyundai Kona in Metairie, LA
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redpajama_set_name: RedPajamaCommonCrawl


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Q: Потоки C windows 10 Сразу признаюсь, что я новичок в данной теме, поэтому не судите строго)
Есть проблема с количеством потоков, которые создаются командой pthread_create.
void* write_data_in_memory(unsigned int* buffer){
pthread_t threads[D];
    unsigned int* start = buffer;
    int data_size = A/D;
    for(int i = 0;i<D-1;i++){
        multiply_set_buffer_args args = {data_size,start,i};
        printf("%d\n", i);
        pthread_create(&threads[i],NULL,set_buffer,(void*) &args);
        start+=data_size;
    }
}

В данном методе создаются потоки, которые заполняют ячейку памяти рандомными числами. Количество потоков(D) равно 83.
Данная программа была запущена на двух машинах- macOS и windows. В первом случае никаких проблем обнаружено не было, и все 83 потока работают, однако на windows отрабатывают всего 32-33. Возможно есть какие то ограничения на количество потоков в windows или вообще проблема в коде(мб я не ту либу использую)?

A: Конечно, не ту. В С++ библиотеке есть встроенная поддержка https://en.cppreference.com/w/cpp/thread
Пример использования:
#include <iostream>
#include <utility>
#include <thread>
#include <chrono>

void f1(int n)
{
    for (int i = 0; i < 5; ++i) {
        std::cout << "Thread 1 executing\n";
        ++n;
        std::this_thread::sleep_for(std::chrono::milliseconds(10));
    }
}

void f2(int& n)
{
    for (int i = 0; i < 5; ++i) {
        std::cout << "Thread 2 executing\n";
        ++n;
        std::this_thread::sleep_for(std::chrono::milliseconds(10));
    }
}

class foo
{
public:
    void bar()
    {
        for (int i = 0; i < 5; ++i) {
            std::cout << "Thread 3 executing\n";
            ++n;
            std::this_thread::sleep_for(std::chrono::milliseconds(10));
        }
    }
    int n = 0;
};

class baz
{
public:
    void operator()()
    {
        for (int i = 0; i < 5; ++i) {
            std::cout << "Thread 4 executing\n";
            ++n;
            std::this_thread::sleep_for(std::chrono::milliseconds(10));
        }
    }
    int n = 0;
};

int main()
{
    int n = 0;
    foo f;
    baz b;
    std::thread t1; // t1 is not a thread
    std::thread t2(f1, n + 1); // pass by value
    std::thread t3(f2, std::ref(n)); // pass by reference
    std::thread t4(std::move(t3)); // t4 is now running f2(). t3 is no longer a thread
    std::thread t5(&foo::bar, &f); // t5 runs foo::bar() on object f
    std::thread t6(b); // t6 runs baz::operator() on object b
    t2.join();
    t4.join();
    t5.join();
    t6.join();
    std::cout << "Final value of n is " << n << '\n';
    std::cout << "Final value of foo::n is " << f.n << '\n';
}

redpajama_set_name: RedPajamaStackExchange


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Friends of City Hall held its first public meeting on May 17, 2011. Fifteen individuals and one civic organization signed up to be members and paid their annual dues. It was agreed that all who join the organization between now and September 30, 2011 shall be known as Founding Members and be so designated on membership cards and other documents. Officers and Board Members were elected and a series of long and short term objectives were discussed and agreed to. The central purpose of "Friends" is the restoration and preservation of the Marine City Historic City Hall.
Founding Members from the first meeting of Friends of City Hall, May 17, 2011.


Flat water racing excellence at the heart of the community.
Our Mission is to encourage and support all paddlers from complete beginners to international athletes to be the best that they can be.
We are non-for-profit organisation using funding and club income to reinvest in our community and club.
Norwich Canoe Club is proud to be a British Canoeing Talent Club Partner and a centre of excellence for flat water kayak racing in both the Sprint and Marathon disciplines.
The Club is based at the modern Whitlingham Boathouse in Trowse Norwich on the River Wensum and Yare with access to the Great Broad and Little Broad in Whittlingham Country Park. The club also has access to two gyms, one in the boathouse and one at Wensum Sports Centre.
We have two hundred members from beginners to International Athletes as well as thirty qualified coaches. Technical coaching and friendly advice is always available. We have training sessions everyday of the week from early morning to evening. Wednesday evenings and Saturday mornings are times when the whole club comes together to train.
The club is recognised by British Canoeing as a specialist paddle-ability club.
The club runs introductory sessions to introduce beginners to kayaking and the club.
Dyson was a founder member of NCC and is a life-long paddler. He is actively involved with the British Canoeing as the club based coach for the GB world-class canoeing coaching programme and as a selector for GB marathon teams. Dyson still finds time to paddle and compete in some competitions.
Tim is our UKCC Level 3 racing coach, and British Canoeing Racing Coach Tutor who overseas the technical development of the junior paddlers, co-ordinates schools kayaking and the community outreach program. Tim has been awarded the Norwich City Coach of the Year 2013. Active Norfolk Coach of the Year runner up 2013, and British Canoeing Paddle Ability Coach of the Year runner up 2013.
Ian is our Level 3 WW and Schools Coach.


Wind compensation is an electronic protective circuit against passive interference.
The chaff perturbations (known from the Second World War) are also fixed targets like sea clutter (see adjacent picture), but chaff can move with the wind speed. With normal MTI systems based on the Doppler principle, this clutter can no longer be suppressed at a certain wind speed.
A technical solution to this problem is to simply modulate an additional frequency, which corresponds to the Doppler frequency of the wind speed, onto the coherent oscillator of the MTI system. Thus, the targets moving at wind speed are suppressed.
As long as this wind speed is constant (as imaginable with weapon guidance radar, which only accompanies a single target), this is no problem. But even if the antenna rotates (as it is usual with airborne reconnaissance radars), the radial speed of the wind also changes depending on the current lateral angle according to a sinus function.
Already very early radar sets, like the Russian P-12, provided a sine/cosine voltage generated by a resolver, which as tuning voltage influenced the voltage controlled coherent oscillator depending on the actual azimuth angle of the antenna according to the sine function more or less in the reference frequency.
When this procedure is applied to land-based radar equipment, however, the fixed targets unfortunately appear as interferences now, since these do not exhibit any wind speed. However, if this method is used against sea clutter, then this disadvantage is not significant, since ground clutter is quite rare on the high seas. But also on land this disadvantage was gladly accepted, because it was to be assumed that exactly in the chaff cloud very important targets wanted to hide.


It's that magical time of year again! Summer in Wisconsin is transformative for me. I will admit I do NOT love winter, but perhaps the best part about it is that it makes me appreciate our summers here even more. I look at the plants in my yard now, tall and thriving; and the seeds I started, now bursting out of their pods ready to be transferred to the raised beds—and it seems amazing to me each year how summer can do all this.
This time of year is also special for the Co-op, because it is election time! The participatory element of this (and every co-op) is what really sets it apart from being "just another grocery store." Willy Street Co-op is different because YOU own it, and your votes in our elections every year decide our future.
This year, we will have several different items on the ballot for your vote. New Board officers; a bylaw update and expenditures that will allow the Co-op to grow, thrive and produce value for our growing community—much like my vegetable garden that will soon be giving me a bounty of peas, beans, cucumbers, squash, two types of tomatoes...ahhh, summer!
Board candidate submissions are closed. After two months of recruiting for candidates, our line-up has been filled, and you soon will be voting several new members onto our Board!
Voting begins! Candidate statements will be available online and in-store, published in the July Reader and available at the Annual Meeting & Party. See below for more details on your voting options. Look for an in-depth description of the ballot items in addition to the candidate statements (bylaw update, expenditure of funds) in the July Reader.
Annual Meeting & Party (AMP)! Come celebrate our Co-op with us—hear an update on all things Willy Street Co-op and gain insights from our General Manager, Director of Finance, Board of Directors and others. Ask questions and speak to us there. The food is good, the drinks are good, the music is good—we hope the sun will be shining and to see you there!
Voting period ends. All paper ballots must be received by 6:00pm. (Online ballots must be cast by July 16th at midnight.) The Board will hold a special meeting to announce the results of the election.
Newly elected Board members participate in their first Board meeting.
•In the store: Ballot boxes will be available in all retail locations from 7:30am on July 1st until 6:00pm on July 18th.
•By mail: Send your completed paper ballot, printed in the July Reader or available in stores, to: Owner Vote, Willy Street Co-op, 1457 E. Washington Avenue, Madison, WI 53703. Ballots must be received by July 18th at 6:00pm.
•At the Annual Meeting & Party: We will have a special voting area with candidate statements and ballots so you can place your vote when you join us at the AMP on July 13th.
•Online: If the Co-op has your email address, you will receive an email with a unique link that you can use to cast your vote. If you do not receive an online ballot via email, you're either not the primary owner on your account or the Co-op does not have your email address. If you would like to receive your ballot by email, please stop by the Customer Service desk at any store and fill out the appropriate form.
Summer is (finally) here—I hope you enjoy it as much as I do, and that as our gardens grow strong and healthy, you help our Co-op grow strong and healthy, too. Oh, and I forgot to mention the bunnies hopping around my neighborhood…they're always a welcome sign of summer for me, too. Enjoy!


Sports are not only to professional athletes. Treatments will extend beyond the spinal column which includes extremity care and treatment of muscles, ligament, and tendons. Sports participation lead to strains, sprains, and stress on different parts of the body.
Whether your personal goal is walking, running, swimming, we want you to get better as fast as possibly without the use of drugs or surgery, and get you back to an active life. Lifestyle changes may help prevent injuries from happening and flaring up again. Dr. Cruz will identify how and why you were injured in the first place and then address that problem, lowering the chances of re-injury.
Call or email our office today to schedule your appointment!


I planned my wedding from a distance. I live in Chicago, but my husband and I decided that in order to make it more convenient for our families and to cut down on costs (a little) we would find a location near our hometown of Terre Haute, IN. Marshall, IL is just 40 minutes away, and after a drive through the middle of nowhere it seems you come across this beautiful location. In mid-October, the trees surrounding the grounds were all changing colors. The ground had dried from the previous day's rain, so we were able to set up our ceremony outside, and then come in from the chilly weather for the reception. The hall itself is a rustic knotty pine and is spacious. We used their fireplace as a backdrop for the head table with a small dance floor in front. We had more than enough tables and chairs that are included with the rental price. The wine is great, and they are very helpful if you would like a type of liquor that is typically not on their menu. Sonya is very helpful, and I am forever indebted to her since most of our correspondence was through email. If you are looking to get married in the Southern Indiana/Southern Illinois area (or even if you just want to try some decent wine), I highly recommend Castle Finn Winery!
Just a Monday morning touch point to tell you that our Corvette club truly enjoyed our stop, and for most in the group, their discovery, of your charming winery. Your accommodations are wonderful, but the spirit of relaxed hospitality with refreshing libations was a perfect, late afternoon treat during our day-long cruise.
On behalf of the Rolling Prairie Corvette Club – Thank you!
The baby shower we held recently at Castle Finn Winery was a huge success and due in large part to your beautiful banquet hall. Everyone loved the wine and the atmosphere which several described as "classy." Although we stayed inside, the outside fire pit and patio looked so inviting and just the place to be on sunny fall days or crisp fall evenings. Castle Finn would be the perfect venue for a wedding reception or other large gathering. Thanks so much for working with us and making the occasion that much more special! You couldn't have been more gracious or supportive.
The Clark County Farmer's Market Committee looks forward to working with Castle Finn for our Farm to Table Dinner and Tour on July 29th, 2011.
Thanks for being so helpful. Your business is a asset to our community.


Family photo shoots can be so much fun! You don't have to conform to the norm by going to a studio and posing with your picture perfect smile. Location shoots are a great opportunity to get together and some fresh air!
Most families choose to meet me at a country park where we can do a relaxed documentary style shoot with beautiful backdrops, the children can run freely, play and be happy and the adults are relaxed and enjoy spending quality time with the whole family. In my experience, these make for the best kind of photos - everyone is relaxed and I can capture family life as you know it.


text:
Sphex cognatus är en biart som beskrevs av Frederick Smith 1856.

Sphex cognatus ingår i släktet Sphex och familjen grävsteklar. Inga underarter finns listade i Catalogue of Life.

Källor

Grävsteklar
cognatus

redpajama_set_name: RedPajamaWikipedia


text:
Operations, Buying Groups
"Best Year Ever" For NRF Show
The National Retail Federation's annual convention last month was its biggest ever, a company representative said in an email to the press.
"This year's NRF Annual Convention was a tremendous success with attendance of approximately 18,500, matching 2008 numbers — our best year ever," NRF's Mike Gatti wrote in an email to the Web site Retail Customer Experience. He added that the show featured 473 exhibitors, while retail attendance rose 20 percent.
Mike Gatti


This filthy failure of a Human Bean.
But there's a reason my school yard nickname was 'freak'.
So 'sanitise me', make me clean.
Just ignore the corners where the demons lurk.
People live through worse, why can't I cope?
I just can't fit in now I'm branded 'other'.
It must be time to sanitise.
In an attempt to dodge social sabotage.
Of this place I'm in that just isn't me.


Beltone cleans, services, and repairs all makes and models of hearing aids and honors all warranties. Beltone also conducts hearing evaluations and sells hearing aids and assistive listening devices.
Temporary shelter for abused and neglected children of Clarke County and surrounding areas.
Child focused intervention and treatment program for sexually and physically abused children.
Living facility for individuals with serious mental illnesses.


Marco Blom, MSc is the Scientific Director Alzheimer Nederland and is also a Board Member of the Delta Plan Dementia (National Program in Netherlands).
Marco has experience in the Netherlands with the involvement of people with dementia and carers in research studies. Board member on Dutch Deltaplan for dementia; Founding member of Alzheimer Europe; member of ADI Task force on Scientific Research – links to the G8 summit. Alzheimer Nederland has their own SRA which, like JPND, involved a public consultation on priorities.


text:
<?php
/**
 * This view is used by console/controllers/MigrateController.php
 * The following variables are available in this view:
 */
/** @var $migrationName string the new migration class name
 *  @var array                                  $tableRelations
 *  @var insolita\migrik\gii\StructureGenerator $generator
 */

echo "<?php\n";
?>

use yii\db\Schema;
use yii\db\Migration;

class <?= $migrationName ?> extends Migration
{

    public function init()
    {
       $this->db = '<?=$generator->db?>';
       parent::init();
    }

    public function safeUp()
    {
<?php if (!empty($tableRelations) && is_array($tableRelations)) :?>
<?php foreach ($tableRelations as $table) :?>
<?php foreach ($table['fKeys'] as $i => $rel) :?>
        $this->addForeignKey('fk_<?=$table['tableName']?>_<?=$rel['pk']?>','<?=$table['tableAlias']?>','<?=$rel['pk']?>','<?=$rel['ftable']?>',
'<?=$rel['fk']?>');
<?php endforeach;?>
<?php endforeach;?>
<?php endif?>
    }

    public function safeDown()
    {
<?php if (!empty($tableRelations) && is_array($tableRelations)) :?>
<?php foreach ($tableRelations as $table) :?>
<?php foreach ($table['fKeys'] as $i => $rel) :?>
     $this->dropForeignKey('fk_<?=$table['tableName']?>_<?=$rel['pk']?>', '<?=$table['tableAlias']?>');
<?php endforeach;?>
<?php endforeach;?>
<?php endif?>
    }
}

redpajama_set_name: RedPajamaGithub


The Maharashtra State Consumer Disputes Redressal Commission has directed Cholamandalam M S General Insurance Company Limited to pay up the insurance amount to the family of a man who died on railway tracks at Chembur Railway Station while crossing.
The insurer had rejected the claim of the victim's wife Shalini Gupta citing that the victim was trespassing the railway tracks and since it is an illegal act, the firm would not compensate.
Later, the complainant Shalini Gupta moved to the State Consumer Disputes Redressal Commission where the forum observed that the processing of the claim on the part of the insurer was heartless and mechanical. The officers processing such claims should be intelligent enough to read documents properly and refer matters to their lawyers when in doubt.
The forum found insurance firm guilty for not settling the claim and ordered to pay the complainant, Shalini Gupta, an insurance amount of Rs 10 lac.


Aciphex belongs to a group of drugs called proton pump inhibitors PPI . It decreases the amount of acid produced in the stomach. Its main component is rabeprazole. It is used to treat acid-related stomach/intestinal and throat esophagus problems such as gastroesophageal reflux disease, ulcers, erosive esophagitis, Zollinger-Ellison syndrome. It can also prevent serious acid damage to your digestive system. Aciphex may also be used in combination with antibiotics to treat certain types of ulcers caused by bacterial infection.
This medication is generally well tolerated. But get emergency medical help if you have: symptoms of low magnesium uneven heart rate, seizure, dizziness, muscle weakness, cough , allergic reaction swelling of your face, lips, difficulty breathing, hives . Less serious Aciphex side effects may include: itching, nervousness, diarrhea, headache, rash, upset stomach, insomnia. If you notice other effects, contact your doctor or pharmacist.
Tell your doctor about all other medicines you use, especially: digoxin, cyclosporin, diuretics, atazanavir, blood thinner warfarin , clopidogrel. Do not start, stop, or change the dosage of any medicine before checking with your doctor first.


There are plenty of attractive sightseeing spots on the walk course of Kiyomizu Temple from Yasaka Shrine !!!!
On the way there are many meals such as food, miscellaneous goods, souvenir shop etc.
First of all, start from Yasaka Shrine, the a symbol of Gion.
Yasaka Shrine is a symbole of Gion. It is famous 「the Gion Festival」the festival that represents Kyoto. It is crowded with many tourists every day.It is in the central location of the Higashiyama walking area.And many gods are worshiped besides Susanoo of the main god,the god of prosperous business, Ebisu. God of marriage, Okuninusi, Inari and so on.
Recently kimono-shaped tourists are conspicuous. It seems that strolling in Kimono at Yasaka Shrine is becoming a standard staple of tourism.
The road of Nene with a beautiful white wall from Yasaka shrine.
From Shimogawara street to the Ishibeikoji street. Surrounded by stone pavement and board fence, the trail makes you feel the emotions of Kyoto.
Kodaiji on a beautiful white fence. Beyond the rickshaw there is a view of the tower at Yasaka. A comfortable landscape spreads.
Location atmosphere is radically changed. It is lined with a variety of shops on both sides of the cobbled streets. Souvenir goods shops and traditional Japanese sweet restaurants enjoy a stroll.
Kannon of Kiyomizu-temple (the goddess of mercyis) welcoming gently all the people.
It is welcoming gate of the Deva Kings and a three-story pagoda. And you can enjoy the Kyoto city view on the Kiyomizu Stage over a cliff. Stage feel of wood, Clear sound of the temple bell, and Green and incense fragrance wrap around the entire temple.
Affection of Kannon (the goddess of mercy) is handed down through the five human senses.
Feminine feeling Yasaka pagoda is the symbol of Gion.
From Kiyomizu temple to Yasaka street. Yasaka pagoda visible from a narrow alley in the background Higashiyama is the symbol of Gion. And to Yasui konpira shrine.This shrine is known to kill the evil and bring you good match. Return is Hanamikoji walks.


Kindness is a universal language and crosses culture, age, gender, social background and intellect.
Having started out on a journey of discovery in 2016, Dani Saveker launched the Inspire Kindness Movement on 26th September 2018 to mark one thousand consecutive acts of daily kindness. Her hope is that together we can celebrate and shine a light on kindness.
We hope to explain more about the benefits of kindness and encourage you, and all those in your life, to just make small changes – after all these are what make a big difference. We are all capable, and do behave, in kind ways but when you slow down a little and increase your awareness – there is always more than can be done.


So, you've decided to venture into selling managed IT services to new or existing clients. Awesome! Whether you're a former break-fix company or an OE dealer who's planning on expanding your services, it's important to know the top selling points so you can show your prospects the real value of buying into a SaaS-based model. But where can you find such a list? Well right here, of course!
When you're a Continuum Partner, you receive all of the white labeled marketing content you need to repurpose and distribute in order to grow your business. Take the video below for instance! This short walk through is a quick introductory piece geared toward your SMB audience and explains the business value of partnering with MSPs like you. Using this video as a beginning guide, we will go through some of the top selling points for managed IT services.
You don't want to be the abominable Blake Break-Fix, having to come in and fix client equipment when it's the most inconvenient: Monday at 10am. A 24/7/365 service allows your clients and prospects to concentrate on what's important, their business.
IT doesn't operate on the traditional 9 to 5 schedule. You never know when your clients will experience a service disruption, especially if they operate in different time zones. In today's world, IT never sleeps, but with fully managed technical support, you and your clients can!
Because of the 24/7/365 coverage, when a problem does arise, you can quickly remediate it before clients even know about it, or before it develops into a larger, more serious issue. That's the difference between proactive and reactive IT support. Without managed IT services, your clients wait until something malfunctions and then hope a technician stops by immediately to remediate the issue, all while suffering from downtime. Assure them that, if partnered with you, it will be the last time they will worry about surprise issues.
You understand the financial argument for managed IT services. With MRR (Monthly Recurring Revenue), you can accurately predict your revenue, and from that, plan for growth. That same predictability applies to your customers! While technology is an important role, it's important to sell these services from a business point of view. Most SMBs don't know what Remote Monitoring and Management (RMM) can do for their business. Instead, focus on how these services will better their business.
This is a great way to get your foot in the door with new clients. Again, technology isn't their forte, so they likely won't recognize the warning signs for network health risks that could become more serious down the road. That's where you come in! By offering a free assessment of their network, you can point out all of these potential issues and vulnerabilities, demonstrating your value as their virtual CIO. With managed IT services, you can perform these business-saving network assessments on a regular basis to keep your client safe, secure and satisfied.
Remember, you're not just selling software, but a whole team of talented people who are dedicated to making life easier for you and your clients. Whether it's our Help Desk or NOC, we've got your back 100%. So if your prospects are worried they won't have a person to talk to on the phone when something goes wrong at 3 am on a Sunday, reassure them that there's a team of certified, highly-trained individuals who will attend to their IT issues promptly, courteously and professionally.
Can you think of other great selling points for managed IT services? Comment below!