The Mazda K360 (Japanese: マツダ・K360) is a three-wheeled light truck made by Mazda. It first went on sale in 1959 in Japan. Production ended in 1969. In total, 280,000 vehicles were produced.
The vehicle is 2.975 metres in length, 1.28 metres wide, 1.43 metres tall, weighs 485 kilograms, and has a top speed of 65 km/h.
Text from Wikipedia
…….. to change the records in that jukebox.
I know the French love those utterly sad and desperate love songs that tends to put you in the drabbest of moods, but filling the whole jukebox with songs like that was maybe not a very good idea – Ted :’(
Picture taken by Ed van de Elsken in Paris sometimes in the fifities
I’ve spent the first 19 parts of this series dissing members of the advertising profession so since I have been at least semi part of the profession for about 30 years I thought it was time to show an ad I have nothing what so ever against. (Apart for the fact that I wouldn’t be found dead in a ditch in a BMW, but that is more because the kind of people that usually choose to buy one around here than the car itself.)
The ad is clear in its concept, straight to the point and best of all, cruel enough to drive that point home. Just like a campaign like this need to be. For the first time on this blog; Well done Mad Men – Ted
…. bastard that keeps tagging all over town. I must say I am a bit surprised – Ted
Image found in GhastlyDelights
Michael Caine, Morgan Freeman and Liam Neeson
Image from IndypendentThinking
One would think that there was a close relationship between the NSU and the NSU-Fiat companies, but this is not the case. In the late twenties, the majority shareholder in NSU, Jacob Schapiro, held a number of different business interests. He brokered a deal wherein NSU of Neckarsulm would merge with his various companies, which promptly proceeded to go south. This deal caused grave financial difficulties for NSU, so it was decided that the recently built NSU factory in Heilbronn was to be sold. Fiat purchased the plant, which came with NSU shares and the NSU name. Fiat had no dealings whatsoever with NSU in Neckarsulm itself, as the Heilbronn plant and name was purchased from Dresden banks. Fiat, under the name NSU-Fiat, agreed to finish the remaining NSU cars in the new plant and then to manufacture and distribute Fiat cars from there. NSU in Neckarsulm would manufacture only two-wheelers until the mid-fifties, when they returned to car building with the Prinz.
During the thirties, NSU-Fiat at Heilbronn distributed imported Italian Fiats and produced German versions of the Italian Ballila, the Topolino, the 1100, and the 1500, which were bodied by local firms, mostly Drauz and Weinsberg. The Weinsberg roadster on the Topolino chassis was particularly attractive. Post-war, they built the 500C Topolino, the 600 Jagst sedans (171,355 examples), and the 500 Weinsbergs, as well as the 850 Adria, the 1100, and the 1400/1900 series.
In 1955, NSU of Neckarsulm was the world’s largest producer of motorcycles, but they saw the market going soft and began the development of a car that became the Prinz in 1958. To avoid confusion between the two companies, NSU-Fiat changed its name to Neckar, after the nearby river, although cars usually continued to carry the NSU-Fiat badge.
Text and images from RMauctions
 |
Those of us employed on this publication don’t consider ourselves as odd balls. But lately we have been glancing at one another very surreptitiously. Finally we decided to sit down and figure out why a group of people, such as we, should suddenly become suspicious of one another’s mental balance. We came to the conclusion that it all dated back to the first time that we used Sheba Britt as a model. Read the whole article and see
the naughty pictures HERE Warning: Nudity do occur in this article. If you are under age or live in a country where watching images of nude women for some reason is against the law I take no responsibility if you click the link above. In other words you’re flying solo from here on – Ted ;-) |
Related articles
Dominique Marie-Françoise Renée Varaigne (born 11 March 1951) is a French actress and former fashion model.
Sanda was born in Paris to Lucienne (née Pichon) and Gérard Varaigne. She appeared in such noted European films of the 1970s as Vittorio de Sica‘s Il Giardino dei Finzi-Contini, Bernardo Bertolucci‘s The Conformist andNovecento, and Liliana Cavani‘s Beyond Good and Evil. She also appeared in The Mackintosh Man (with Paul Newman) and Steppenwolf (with Max von Sydow).
In 1993 at the Théâtre de la Commune, in Aubervilliers, France, she played Melitta in Madame Klein (Mrs. Klein byNicolas Wright), directed by Brigitte Jaques-Wajeman. In 1995 in Italy, she played the marquise de Merteuil in Les liaisons 
dangereuses, based on Choderlos de Laclos‘s novel, directed by Mario Monicelli. From 1995-1996 in France and Belgium, she has been Lady Chiltern in An Ideal Husband by Oscar Wilde, directed by Adrian Brine.
In the 1970s, she lived with late actor/director Christian Marquand, with whom she had a son, Yann Marquand. In 2000, she married Nicolae Cutzarida, a philosopher and University professor of Romanian origin.
She won the award for Best Actress at the 1976 Cannes Film Festival for her role in the film The Inheritance.
Text found on Wikipedia
The Messageries maritimes was a French merchant shipping company. It was originally created in 1851 as Messageries nationales, later called Messageries impériales, and from 1871, Compagnie des messageries maritimes, casually known as "MesMar" or by its initials "MM". Its rectangular house flag, with the letters MM on a white background and red corners, was famous in shipping circles, especially on the Europe-Asia trade lanes . In 1977 it merged with Compagnie générale transatlantique to form the Compagnie générale maritime.
In 1851, a ship owner from Marseille, Albert Rostand, proposed to Ernest Simons, director of a terrestrial carrier company, theMessageries mationales, to merge to create a shipping company, first called Messageries nationales, then Messageries impériales, and finally in 1871 the Compagnie des messageries maritimes. Two engineers, Henri Dupuy de Lôme and Armand Brehic joined the company, encouraging the purchase of the shipbuilding yards of La Ciotat in 1849.
In the beginning, the Company operated on routes to the Middle East. Its ships were used as troopships during the Crimean War, and were so helpful for the army that the Emperor gave the company the right to operate on the Bordeaux — Brazil route as thanks. This was the first French transatlantic line equipped with steamers. The following year, the Société générale maritime (future Compagnie générale transatlantique) received the North Atlantic lines.
From 1871 to 1914 the Compagnie des messageries maritimes saw its Golden Age. This was the period of French colonial expansion and of interventionism in the Middle and Far East. The Marseille liners continuously served in the Mediterranean Sea, the Black Sea, then the Red Sea, the Indian Ocean, the China Sea and finally the Pacific Ocean. In the west, the South Atlantic line filled out. Even the North Atlantic knew the ships with the typical double funnel, which made the line London — Dunkirk — Le Havre — Marseille. In the Middle East, the ports of call were Malta, Alexandria, Port Said, Beirut, Syria, Smyrna,Constantinople, and the Black Sea. In the Indian Ocean, the line served Mahé, Seychelles, La Réunion, Mauritius, Zanzibar andMadagascar as well as the French establishments in India. At Pondicherry the small harbour necessitated the use of ship’s tenders.
The Far East was the private field of the company. Saigon was rapidly becoming the second home port of the company. The "stationnaires", ships of small tonnage, afforded to the local lines departed from there. They went to Hanoi, Hong Kong, Shanghai, Australia and New Caledonia.
In the South Atlantic, the Brazil line went as far as Montevideo. Less important, and above all less known, its home port was Bordeaux.
Ships of this line were some of the first large vessels to be fitted with the new water-tube boilers, specifically the large-tube Belleville boiler. Their performance was of such interest to the British Royal Navy that the Jerseyman Edouard Gaudin, who could pass for French, was sent to investigate their use. His report was an influence on their fitment to new ships, the Powerful-class cruisers HMS Powerful & Terrible.
SS Annam
General
Nationality: French
Purpose: Transport
Type: Ocean liner
Propulsion: Steam
Date built: 1898
Weight (tons): 6344 grt
Dimensions: 136 x 15.5 x 11 m
Material: Steel
Engine: 2 triple expansion engines, 2 screws
Power: 832 n.h.p.
Speed: 17 knots
SS Annam was hit by a German torpedo and sank 27/11/1916
GROSVENOR SQUARE – At the right-hand side of this picture may be seen the statue, by Sir William Reid Dick, erected to the memory of President Franklin Delano Roosevelt in 1948. The square has many American associations and among its residents have been John Adams, the second President of the United States, who lived there from 1785 to 1788 when he was Minister to Great Britain; Walter Hines Page, Ambassador from 1913 to 1918, who lived at No 6; and John Pierpont Morgan, Jr., who lived at No 12. To-day the Square houses both the American Embassy and the American Consulate. Grosvenor Square’s distinguished British residents have included the letter-writing Lord Chesterfield, ‘Fonthill’ Beckford, John Wilkes, the philanthropic Earl of Shaftesbury and Bulwer Lytton.
From “Country Life Picture Book of London” with photos by G F Allen
I wonder whether he was particularly fond of Jacqueline Kennedy or if he just wanted a well dressed woman to hang around the living room. Anyway, it must have raised an eyebrow or two on the buss home – Ted
Image found at Vodka, Unicorns, and Lincoln Logs
Maurice A. Julien was a very well qualified engineer, known particularly for his work on the development studies of the Citroën Traction Avant, which made its debut in 1934. He retired to Toulouse at the beginning of the war, but during the Occupation, materials, especially gasoline, were very severely restricted, and Julien designed and built pedal cars as did Georges Mochet with his Velocars. In comparison, however, Julien’s Neocar was stylish and sleek, with its long hood, sweeping fender lines, and double kidney grille. It was mechanically more sophisticated than the average pedal car, as the front wheels were driven by cardan shafts, it employed a limited slip differential, and it used a derailleur, which permitted one or two people to pedal at different rates. Due consideration was given to the control of vibration. The last months of the Occupation saw second generation motorized versions in circulation. Finally, in 1944, the engineer had ready a much more sophisticated car, a coupe, which was close to the one that would debut at the 1946 Salon.
The two Julien cars that appeared at the Paris Salon of 1946 were set apart from the many other small vehicles on offer by the name of their distinguished creator. The Type VUP, which was recognizable by its open rear wheels and full-width axle, was powered by a flat-twin motor. The similar MM5 had narrow, enclosed rear wheels and was powered by a single-cylinder motor. Both cars were fitted with sliding windows. The VUP would not see production. The following year was taken up with dealings with government bureaucracy to receive permission to develop the MM5 as a production car. Detail improvements were attended to, resulting in better ventilation and braking and a slightly enlarged motor—a result of vigorous road testing.
The car that made its appearance at the Paris Salon of 1947 was a beautifully proportioned cabriolet with sensuous curved body lines and attractively rounded fenders, which flowed together at the front, underneath an exquisitely-shaped pointed hood. One could immediately see the heritage of the Traction Avant in the strong central-welded bulkhead structure-cum-windshield frame curving up from the sills. The front hood was hinged from this structure below the windshield, and the entire rear engine cover hinged upwards from behind the seat, allowing unhindered access to the motor and drivetrain. The sliding windows had now been replaced by windows hinged at the door-top to fold down into the interior of the car and into the doors themselves.
Julien reorganized his company as la Société des Automobiles M.A. Julien, now based in Paris, had re-entered the microcar market with a more modern design. The Julien MM7 shown at the 1949 Paris Show appeared to be a copy of Rovin’s D3. There were the same pontoon-shaped, interchangeable front and rear fenders. It differed from the Rovin in the semicircular side windows, like those of the Champion 400 Coupe, and in the headlamps built into the front fenders, which the D4 would get in 1954. Despite this revamping, nothing much would come of Julien’s brave final attempt.
Text and images from RMauctions
It was cool and hip to drink Merry. For many people growing up in Sweden in the 60s Merry still has a place in their hearts and memories. That’s why I think it’s a bit strange that it’s so hard finding information about the drink on the Internet. I’m pretty Text and images from MartinKlasch
Merry was a Swedish soft drink which was sold from 1963 (1964 nationwide). Its original flavor was lemon/lime, in other words it was a soft drink similar to 7up and Sprite, perhaps a just bit less sweet. Using aggressive market strategies, targeting the adult population, it pretty quickly became a popular product. The slogan was "Merry – med fullvuxen smak" (Merry – with mature taste).
sure, though, that Merry survived the 70s but perhaps just barely. My own memories of Merry are not from the time of this ad – I was busy being born around then – but from, I guess, the second half of the 70s. I remember the Merry bottles coming in a completely different shape – they were short and stout and they had an extra large opening. What are your memories or rather vad minns du av Merry?
Help Needed
I need your help visitors, both in suggesting sodas and soft drinks from around the world and in giving your opinion on the ones presented if you know the product. And you can start with giving your opinion on the ones posted already or reading what other visitors have written – Ted
List of Soft drinks and sodas posted already
Visitors soft drinks and sodas suggestions and comments
Unit construction wasn’t a new idea in 1941, but it was unheard of in the low-price field. Nash wanted a bigger share of that market, and its all-new unibody 600 series managed that formidable task rather well.
The 600 arrived to replace the LaFayette, which had seen dwindling sales since its status had changed from separate "companion" make to ‘the bottom-of-the-line Nash series for 1937. Time magazine called the 600 "the only completely new car in 1941." As the first high-volume model with a modern welded unit structure, it was. It was also the most popular unit car to date, and gave Nash a powerful shot in the sales arm.
Stylish yet tough, the 600 was engineered mainly for economy. The model designation derived from its purported 30-mpg fuel economy, which meant 600 miles between fillups of its 20-gallon tank. Such frugality was indeed possible under ideal highway cruising conditions, though Interstates were still decades into the future. Initial ads were more modestand honest-in claiming "over 500 miles to the tankful." To reinforce the economy theme, Nash dubbed the 600′s engine "Flying Scot." This was a brand-new L-head six with the typically undersquare bore/stroke dimensions of the day (3.13 x 3.75 inches) and a not-so-typical feature, manifolds cast into the block. On lowly 6.7:1 compression, it produced 75 horsepower from its 172.6 cubic inches. With its "frame and body welded into one twist-proof, rattle-proof unit," as the ads boasted, the 600 was comparatively light for its size, weighing in about 400-500 pounds under an equivalent body-on-frame model. Performance was thus adequate, though hardly startling.
Visually, the 600 was much like its big brothers, the Ambassador Six and Eight. Proportions were scaled down to a 112-inch wheelbase, nine inches shorter than the senior models’, and overall length measured 194 inches. Nash continued with its Ford-like front prow for ’41. This year’s ensemble had the nose surmounting a fullwidth lower grille composed of thin horizontal bars, with two upper segments on either side looking for all the world like electric shaver heads. Though it was shorter between wheel centers, the 600 shared the same newly designed bodyshell adopted across the board this year, so there was plenty of room inside for six adults, who sat in chair-height comfort on seats nearly five feet wide. Also enhancing ride were "gentle" coil springs all-round, another first for the low-price class.
The 600 was not only the first unibody car in the low-price field but one of the least expensive cars in its class. Model offerings comprised business coupe and two- and fourdoor sedans in base Special trim, with pricier DeLuxe versions of these styles along with two "trunkback" sedans. The Special four-door fastback 
went for $805, less than a comparable Ford V-8 DeLuxe, while the Special business coupe cost a mere $730. DeLuxe prices ranged from $772 to $880. Convertibles, alas, were offered only to Ambassador buyers.
Available 600 options included overdrive, then known as "automatic cruising gear" or "fourth speed forward," and two-tone paint with "harmonizing" interiors. Also on the list were the pioneering "Weather Eye" heating/ventilation system, a Nash innovation since 1938, and a rear seat that could be converted into a makeshift travel bed in a claimed 60 seconds.
Nash had a good 1941 sales year, and the 600 was a big part of it. Model year output was 84,007 units, a gain of some 18,000 from 1940. Of the estimated 80,000 units for calendar ’41, well over half were 600s. Nash had the good sense to leave well enough alone for ’42, though the 600 came in for the same major front-end restyle applied to its costlier linemates. Production fell to only 31,780 units in this abbreviated model year. The same basic cars would be back after World War II for a threeyear reprise.
The 600 helped a lot of people on the home front get through the war. After all, 25 mpg meant a lot when "A" ration coupons limited purchases to four gallons or less a week. The miserly 600 engine would continue in various guises well into the Sixties.
Ronald Biggs – a member of the gang who carried out the Great Train Robbery in 1963 – has escaped from Wandsworth prison. Biggs, 35, escaped by scaling a 30 ft wall with three other prisoners at 1505 BST today.A ladder was thrown over the wall from the outside during the prisoners’ afternoon exercise session.
The escapees climbed the ladder and lowered themselves into a waiting van. They were driven away from the prison in three cars.
Every police car in London has been notified and all ports and airports have been alerted.
Biggs is the second of the Great Train Robbers to escape from jail – Charles Wilson is still at large after escaping from Winson Green prison in Birmingham in August last year.Detective Chief Superintendent Richard Lewis, who is investigating the escape, said the break-out was well prepared and "was engineered without a doubt with collusion inside the prison".
This did not suggest prison officers had been involved.
Detective Chief Superintendent Richard Lewis
A Home Office spokesperson explained what happened. He said: "At 3.05pm one of the four officers on duty in the yard saw a man’s head appear above the outside wall. "The officer immediately rang the alarm bell and at the same time the man on the wall threw over a rope and tubular ladder.
"The four prisoners immediately made for the ladder and climbed over the top. The prison officers tried to stop them, but were stopped by some of the others in the exercise yard. "The officers went outside and discovered a van with a platform on top parked against the wall and the ladders secured to the top of the van."
Police said a green Ford Zephyr, involved in the escape, had been found abandoned tonight outside Wandsworth Common railway station. Police also found a loaded shotgun and a set of overalls inside.
An operations room has been set up inside the prison and the area cordoned off. People living near the prison are being interviewed by police. Scotland Yard has warned members of the public not to approach any of the men as they may be armed and dangerous.
In Context
Ronnie Biggs was free for nearly 40 years before he returned voluntarily to Britain from Brazil. He came back to the UK in 2001 aged 71, impoverished and weakened by a series of strokes to receive free medical treatment.
He was immediately taken to a top-security prison to serve the remaining 28 years of his sentence. Charlie Wilson was recaptured in Canada in 1968.
Text from BBC’s OnThisDay
Margate is a seaside town in the district of Thanet in East Kent, England. It lies 38.1 miles (61.3 km) east-northeast of Maidstone, on the coast along the North Foreland, and contains the areas of Cliftonville, Garlinge, Palm Bay and Westbrook.
Margate was recorded as "Meregate" in 1264 and as "Margate" in 1299, but the spelling continued to vary into modern times. The name is thought to refer to a pool gate or gap in a cliff where pools of water are found, often allowing swimmers to jump in. The cliffs of the Isle of Thanet are composed of chalk, a fossil-bearing rock.
The town’s history is tied closely to the sea and it has a proud maritime tradition. Margate was a "limb" of Dover in the ancient confederation of the Cinque ports. It was added to the confederation in the 15th century. Margate has been a leading seaside resort for at least 250 years. Like its neighbourRamsgate, it has been a traditional holiday destination forLondoners drawn to its sandy beaches. Margate had a Victorianpier which was largely destroyed by a storm in 1978.
Like Brighton and Southend, Margate was infamous for gang violence between mods and rockers in the 1960s, and mods and skinheads in the 1980s.
The Turner Contemporary art gallery occupies a prominent position next to the harbour. The Thanet Offshore Wind Project, completed in 2010, is visible from the seafront.
For at least 250 years, Margate has been a leading seaside resort in the UK, drawing Londoners to its beaches, Margate Sands. The bathing machines in use at Margate were described in 1805 as
four-wheeled carriages, covered with canvas, and having at one end of them an umbrella of the same materials which is let down to the surface of the water, so that the bather descending from the machine by a few steps is concealed from the public view, whereby the most refined female is enabled to enjoy the advantages of the sea with the strictest delicacy.
Margate faces major structural redevelopments and large inward investment. Its Dreamland Amusement Park (featured in "The Jolly Boys’ Outing" extended episode of the television series Only Fools and Horses) was threatened with 
closure because its site became worth more. In 2003, one of the arcades on the seafront was destroyed by fire; this has created a new potential entrance point to the Dreamland site. In 2004–2006 it was announced that Dreamland (although somewhat reduced in its amusements) would reopen for three months of the summer; a pressure group has been formed to keep it in being. The group is anxious to restore the UK’s oldest wooden roller coaster,
The Scenic Railway, which is Grade II* Listed and the second oldest in the world, was severely damaged in a fire on 7 April 2008. It was planned that the Dreamland site would reopen as a heritage amusement park in the near future 
with the Scenic Railway at the centre. Classic rides from the defunct Southport amusement park have already been shipped in as well as parts of the now-demolished water chute at Rhyl. More details on Dreamland’s future are on the Dreamland Trust website. Today the Dreamland roller coaster is one of only two early-20th century scenic railways still remaining in the UK; the only other surviving UK scenic railway is in Great Yarmouth and was built in 1932. If the Dreamland Scenic Railway is not rescued, the Great Yarmouth coaster will become the last of its kind in the country. The Margate roller coaster is an ACE Coaster Classic.
Text from Wikipedia
that suited her perfectly – Ted
This highly original Cuno Bistram was a very well-constructed one-off from Hamburg. The name is the designer/constructor’s, about whom little is known, apart from the fact that the Bistram family was influential and well-known in Hamburg. He must have been a capable engineer, as the quality of workmanship is very high, both in the level of design and the superb metalworking skills in evidence.
The car takes the form of a monoposto racing car, but it was, apparently, simply intended as a personal runabout, built simply for the joy of building it rather than to some specific purpose.
The complex sliding pillar suspension and beautifully-shaped custom fuel tank fitting into the compound-curved tail are examples of the fine craftsmanship seen throughout. Bistram followed the principle of weglassen, meaning “leave it off if it’s not necessary.” This extends to the leaving-off of a starter motor. Starting means turning the ignition on, lifting the tail cover to tickle the carb, and giving the kick lever on the outside left rear a dab. The motor lights up easily, and one is soon enjoying the passing scenery accompanied by the pleasant burble of a period two-stroke.
Text from RMauctions
Queen Alexandra ordered a miniature Cadillac car for Crown Prince Olav (later King) of Norway and – never ones to miss an advertising opportunity – the manufacturers arranged the filming of the car’s departure from the factory, where it is waved out by an enthusiastic male crowd.
This mini marvel continues its jubilant journey through the streets of London – past the Bank of England, around Trafalgar Square and on to Hyde Park. As crowds cheer and leap in front of the camera, desperate to be preserved on film, the driver’s composure and deadpan facial expression remains one of the most entertaining aspects of this Edwardian glimpse of British pride.
Movie found at British Film Institute’s YouTube page
