Holly Bolly Celebs Clones (11 pics)

Hollywood Bollywood Celebrities Look-Alikes -

A look-alike is a living person who closely resembles another living person. In popular Western culture, a look-alike is a person who bears a close physical resemblance to a celebrity, politician or member of royalty. Many look-alikes earn a living by making guest appearances at public events or performing on television or film, playing the person they resemble. Here are some Bollywood celebrities look-alike Hollywood & Bollywood itself.

Priyanka Chopra & Gunjan Baskhi - Mumbai model Gunjan Bakshi looks a lot like ex-Miss World and actress Priyanka Chopra. Gunjan, who has done commercials for well-known brands like Airtel, Nokia, Hide and Seek and Dabur, says it's amusing when people mistake her for Priyanka.

"Once I was having dinner with my cousin and a small kid walked up to me asking me for an autograph. I wondered why. While I was signing it for him, he was like 'I really liked you in Krrish.' That's when I realised he had mistaken me for Priyanka," she said in an interview. But will Gunjan continue to acknowledge the similarity once she enters Bollywood?

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Aston Martin power point

Aston I tested in 2007, photographed Isle of Bute
There seems no point in bigger engines in bigger cars, which do 200mph, or would if there was anyplace to do it and anybody brave enough to try. I’ve managed 185 (electrically timed) on a test track and I can not think of a road where I would care to. Neil Lyndon, articulate as ever in The Sunday Telegraph, admits to being enamoured with Aston Martin for 50 years, but says it, “…must be rather like being a fan of Manchester City. Occasional eruptions of fervently inventive world-beating creativity interspersed with ages of miserable underachievement.”

Prompted by the Duke of Cambridge’s appearance in the Prince of Wales’s DB6, Lyndon ruminates on a make Ford acquired in 1994. “It seemed (Aston’s) ship had finally come in. At last it was in the care of indulgent patrons who wanted exactly what all Aston lovers longed for. Ford built a factory at Gaydon the equal of Ferrari’s at Modena They seconded top designers, wrote them a blank cheque and said they were to achieve nothing less than their best work.”

Beautiful proportions, the DB7, even though cobbled from Jaguar parts.
Ford backed away, leaving Aston looking for new backers but, “Cars in the last four years have, at bottom, been variants on existing models. The Virage Coupé is a kind of genetic extrusion from the DB9, which appeared in 2004 and was a rethink of the DB7 of 1994.” It’s all too true. Like Lamborghinis, Astons have become bigger, more powerful, more complicated, faster, and more expensive. At £160,000 they begin to look faintly absurd. Owners no longer appear macho or even sportif so much as profligate. It’s even worse with Bugattis.

The traditional Aston radiator shape has been preserved - just.
Aston’s 6 litres and 500 horse power is fine for a toy you use on a track day, or even real racing, yet it is excessive for a road car.

They should get back to high-efficiency smaller cars, exquisitely engineered. There were great 2 litre Aston Martins.

There was a memorable 1750cc Alfa Romeo of the 1930s, of watch-making precision that made fierce mechanical noise. Ferrari’s first masterpiece was a 2 litre V12. The DB 2 Aston was a modest 6-cylinder of 2½ litres designed by WO Bentley. The DB4 of 1958 was 3.7 litres. Jim Clark’s DB4GT Zagato, of cherished memory, had 314 horse power. In 1969 the DBSV8 was 5.3 litres.

Aston Martin DB2/4, engine design by WO Bentley
There is a hint of desperation among supercar manufacturers, announcing ever more extravagant cars at ever more ridiculous prices. Jaguar has said it will sell 250 CX-75s in 2012 at £700,000. Its engineers’ flights of fancy were once D-types, which won Le Mans. Now, it seems, they are just flights of fancy.

Borrowed plumes. The late Victor Gauntlett, who owned the company, lent me his personal DB2/4 for the RAC Golden Fifty Rally.

Wolseley Fourteen

I grew up with a Wolseley 14 like this. It was very smart in grey and blue. Most parents’ cars were black. Ours looked splendid. The little Wolseley badge on the radiator lit up, or at least it did for a time. Dad didn’t replace the festoon bulb when it failed as most of them did. This 14/56 cost £265 when it was new and we kept it throughout the war, so the chrome bumper was painted white to show up in the blackout. I wonder the chrome didn’t show up better, but white paint was the rule. In 1944 or so, when the blackout was relaxed, I scraped the paint off with a penny. It took ages but I was so keen, as a ten year old, for the car to look its best that I scraped till my hands were sore. I still like cars to look their best. The headlamps had wartime black hoods in case German bombers spotted father coming home after dark. Even the yellow Trafficators (the signal arms that popped out and lit up to show he was turning into the front gate) were painted over. You’d have thought Heinkel pilots would have more to do at 10,000 feet than spot Trafficators, but there you are. I stripped the paint off them as well. Father eventually snapped a Trafficator off on the gatepost.

I can still see the Wolseley’s art-deco facia, like a mantelpiece clock, with a speedometer needle that jiggled through 30 degrees whenever the car moved. Father didn’t drive very fast so it didn’t much matter. You got into the boot through the back of the rear seat, which I did sometimes when the car was moving and pretended I was in a boat. Father got a special “supplementary” petrol ration because he used the Wolseley for war work so I got dropped off at school. The Wolseley, VD6829 replaced a Vauxhall Light Six, a Twelve I would guess, HS8635. I thought the Wolseley much smarter although I was badly put out to find Norma Marshall’s father’s Morris, only a 10 as I recall, had much the same Pressed Steel bodywork even down to the curvy lines on the side. A blatant copy, I concluded, of our upper-crust Wolseley. At ten I hadn’t heard of badge engineering. Mr Martin, the plumber next door, always had Rovers with real wood facia and a freewheel which, even then, I could see was more up-market. Not that I was class conscious…

Crazy Creative Illustrations By Chow Hon Lam (22 pics)

Funny Crazy, Creative and Humorous Illustrations -

These artworks are created by designer Chow Hon Lam. Every illustration is ingenious and creative, spiced with humor and brilliance.

Chow Hon Lam is a t-shirt designer and a humorous illustrator from Malaysia. He has been completed this crazy project called Flying Mouse 365, which is create 1 design per day. I hope his illustrations can bring some smile and entertainment to the world. Enjoy these Crazy Illustrations By Chow Hon Lam.

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Winning Jaguars

I met Peter Lindner in 1962. As part of its sponsorship of a six-hour saloon car race at Brands Hatch, The Motor arranged to test the winning cars afterwards and Lindner had driven one of the leading Jaguars. That’s me in the lower picture (below), in a white shirt, talking to him and co-driver Peter Nöcker as we prepared to take the cars away. Lindner was already a successful racing driver. I was a new member of the road test staff yet I recall him as genial and understanding, not a bit aloof or patronising, even handing over his precious Jaguar to a callow journalist.

I see from Octane magazine that an immensely painstaking restoration of Lindner’s Low Drag Lightweight E-type has been accomplished. This was the car he crashed fatally at Montlhéry in 1964 and it has been rebuilt from the original wreckage, Classic Motor Cars in Bridgnorth taking 5000 hours bending every bit straight again. A magnificent tribute worthy of the gentle German.

Roger Bell, Charles Bulmer and I took the cars to the MIRA test track for performance testing that included hours on the banked track, measuring their steady-speed fuel consumption. That was the dreary bit. Driving them on the circuit let you feel what a car prepared for racing was like. Driving them back and parking outside my small bachelor pad in South Kensington was thrilling. Taking them out at night on to a still incomplete M4 might explain why we didn’t get any Jaguars to test after the following year’s race.

TEXT:

The Motor Six Hours THE MOTOR October 17 1962
This select load consists of the Lindner/Nocker Jaguar and the class winning MG. and Mini-Cooper. The transporter (for getting the cars to the M.I.R.A. test track) was used purely for convenience all the cars tested were subsequently driven on the road.
TESTING the WINNERS
Five of the fastest cars were tested by “The Motor” shortly after the race • They were the two leoding Jaguars and the class winning Sunbeam Rapier, MG 1101 and Mini-Cooper. • David Piper’s inipressions of the other class winner—the Lancia Flaminia — appear on page 474
THE only people barely moved h the drama on the day following the Six Hours Race were members of The Motor Road Test staff. They found themselves with not one but two 3.8 Jaguars to test, since it now appeals likely that the issue will he decided in favour of one of them. The two Jaguars (the blue Equipe Endeavour-entered 3.8, No 1 in the race, and given as winner on race day driven by Mike Parkes and Jimmy Blumer, and No. 4. the green Peter Lindner/Peter Nocker 3.8. placed second overall) differed in their preparation. The British car is starker and seemed to have undergone the six-hour ordeal more successfully than the German one. Weight reduction is noticeably more ruthless, all the trim, headlining, carpets, sound-damping, and even draught-excluding material having been removed. The wooden facia on the passenger’s side has been taken away and replaced with a stiff board. The result, with a dual, unsilenced exhaust is not unexpectedly a very noisy car. There is very little difference in the noise level outside or in, occupants having not only the yowl from the exhaust, but the screech of wind passing outside the body and also through it by holes in the bulkhead and the gaps round the doors. Winding mechanism has been discarded in three Perspex side windows (the driver can wind his glass one down and watch the mechanism, there being no trim panel( and Perspex is used also for the rear window.
Power as well as noise is supplied in great lumps by the 3.8-litre engine with two 2-in. S.U. carburetters instead of the two 1¾-in. units fitted as standard. Air cleaners are banished, but the engine, apart from being air-flowed internally and balanced, is completely standard, Stock inlet and exhaust systems are maintained together with the optional “ blue top” high compression cylinder head.
Other obvious modifications under the bonnet are an improved oil breather system at the front of the two cam boxes, a large crankcase oil filler with a snap-action cap, removal of the heater installation, and the substitution of a lightweight battery. There are additional oil breathers for the gearbox, and the car is distinguished at the rear by an enormous fuel filler cap supplying three tanks, and by two small breathers for the rear axle.
The Endeavour Jaguar used 7.00-15 Dunlop racing tyres which had their 50-odd-lb. pressure educed to 40 for our use on the road. The racing tyres, high-geared steering (2.9 turns lock to lock) and the Jaguar competition seats combine to give this saloon a completely different character, The handling is improved out of all recognition and the car can be guided with precision whether complete adhesion between the tyres and the road has been maintained or not. The throttle pedal is used to commit the car to a line and keep it there, although inevitably, the result is a rather extravagant consumption of
tyre, a great deal of which seems to adhere to the road.
THE LINDNER JAGUAR
The Lindner car is a little less stark; the cloth headlining, complete wood facia and door trim (non-standard and rather sketchy) by comparison giving an impression almost of opulence. The interior heater had not even been taken out. Most of the modifications undertaken on the Endeavour ear had also been applied to the German one, but important differences lay in standard 1¾ in. S.U. carburetters, 6.50-15 tyres and the use of a normal heavy battery. A well-made cool air duct has been run from the left hand horn grille over the top of the engine to the intake side, and an oil cooler fitted.
Registered in Weisbaden. West Germany, where its owner sells Jaguars, the Lindncr car has left-hand drive, which must be a handicap on racing circuits where most corners are right handed. Steering and handling were vastly improved, like those of the Endeavour Jaguar, but noise seemed little subdued by leaving some of the trim in place.
Both cars have overdrive, and both had new pads fitted to the disc brakes immediately after the race as a safety precaution. The seat harness in the Endeavour car looks immensely strong, the shoulder straps anchoring behind the back seat.
Performance of both cars was affected by clutches which had suffered somewhat during the race. Racing starts with either were impossible although they performed satisfactorily during the other testing and when the cars were used in all their grandeur on the road. Both could he used in traffic but were much more at ease on fast roads, far from disturbable public and policemen with ready ears for a racing exhaust. But they could be (and were) used on the road and only the Endeavour car showed signs of distress during the 30 m.p.h. constant-speed fuel consumption tests.
Proof that both cars remain close to each other’s (and standard) specifications can he obtained by reference to the data panel. This shows how closely matched their performances are with the balance fractionally in favour of the Endeavour entry, which finished four laps ahead. While substantially ‘same-as-you-can-buy.’ these are nonetheless exciting racers.
[caption] Firm suspension of the leading Parkes/Blumer 3.8 counters body roll at Southbank bend. Racing tyres at high pressures also helped to give the car a harsh ride on the road. Below: Lindner (in car) briefs The Motor. Nocker is on the right.
Endeavour Jaguar, 27½ cwt. Standard 3.8, 30 cwt.

Creative Knitted Food Art (18 pics)

Interesting Knitted Food by Ed Bing Lee -
Philadelphia artist Ed Bing Lee has been perfecting his knotting artistry for over 25 years and now is able to create practically anything using basic macrame knots. For example art pieces that look like food. He gathered them into "Delectable series". Look at them and you’ll be suprised by talent of the artist!

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The Blue Train Bentley

Bruce and Jolene McCaw of Medina, Washington settled any doubts about which 6½ Litre Bentley beat the Blue Train. Following research. They bought both. Was it the fastback (above) or the saloon, pictured below in June 2006 Motor Sport?

1930 GURNEY NUTTING 6½ Litre BLUE TRAIN SPEED SIX
Notwithstanding Terence Cuneo’s well-known painting, there was some conjecture that the Blue Train from Cannes to Calais had been outpaced with a different car. Barnato referred to it only as “my Speed Six saloon”. The car in the Cuneo painting, GJ 3811 was commissioned by Barnato with a sweeping roofline, and one of the first ever fastbacks in which the rearmost seat was placed sideways. The rakish black (and later also dark olive) Gurney Nutting body had smart gadgetry, a cocktail cabinet, and reputedly accomplished the dramatic drive in March 1930 as a result of a wager in a gentlemen’s club. The Blue Train ran from Cannes to Calais, Barnato aiming not so much to beat it, as show how easily it could be done. The company needed all the publicity it could get, it was on the brink of receivership, and as principal shareholder he was fretting.

In reality the contest demanded neither great speed, nor exceptional staying power, except perhaps from the crew of the car. Barnato set off with his golfing friend Dale Bourn, not from the railway station at Cannes - that would have looked like a stunt - but from the bar at the Carlton. They waited for word that the Blue Train was departing, finished their drinks, and left. There were no autoroutes. Fuel was arranged in advance overnight, Esso filling stations remained open at Aix-en-Provence and Lyons, and a tanker lorry at Auxerre, while the train made its leisurely progress. From Cannes it went west along the Cote d’Azur, stopping for 70 minutes in Marseille, before heading North for Paris where it wasted three hours going from the Gare d’Orleans to the Gare du Nord. The Bentley pressed on without a pause, reaching Boulogne with an hour to spare before the ferry, and getting to London in time for a celebration drink at Bourn’s club, The Conservative, in St James’s Street. It was 3.20 on the London Victoria clock, according to Barnato, and the Blue Train was not due in Calais for another four minutes. The pair then parked outside the RAC in Pall Mall for the hall porter to stamp their cards having averaged 43.43mph (69.89kph).

Writing this in The Complete Bentley, I was careful to take into account a possibility that the Gurney Nutting fastback was not the car that took part. In 2006 Mike Cassell wrote in the Financial Times about a re-enactment, trying to clear up the confusion. After US businessman McCaw bought the Gurney Nutting coupé illustrated in Cuneo’s picture, research suggested that Barnato may have used his saloon 6½. The McCaws tracked this down from its chassis number, reuniting it with its original Mulliner saloon bodywork, which had been re-mounted on another chassis.

They then owned both. Mike Cassell’s re-enactment left the Carlton Hotel in Cannes before dawn, finding a sprinkling of snow on the mountain peaks of the Napoleonic route. They were not burdened with finding where Barnato’s pre-arranged refuelling stops were, nor did they suffer a puncture. However they did manage a meal and a decent night’s sleep near Dijon, completing the 750 miles in 37 hours against Barnato’s in 20hr 35min.

INTRODUCTION first registered May 1930
BODY Gurney Nutting Speed Six.
ENGINE 6-cylinders, in-line; front; 100mm x 140mm, 6597cc; compr 5.3:1; 180bhp (134.23kW) @ 3500rpm; 27.28bhp (20.34kW)/l.
ENGINE STRUCTURE 4-valves, double springs; 8-bearing camshaft, 3-throw coupling rod drive; cast iron cylinder block with stainless steel jacket plates; single port block; 2 vertical HVG5 SU carburettors; two Champion plugs per cylinder; Bosch magneto and Delco-Remy coil; Autovac fuel system; 8-bearing crankshaft, with damper; water-cooled
TRANSMISSION rear wheel drive; sdp clutch; 4-speed C-type gearbox, right hand change; spiral bevel final drive 3.53:1.
CHASSIS pressed steel frame 0.188in (4.77mm), 7 cross-members; semi-elliptic leaf springs; Bentley and Draper friction dampers; self-wrapping, Dewandre servo mechanical brakes, front Bentley-Perrot; 15.75in (40cm) drums; worm and sector steering; 25gal (113.6l) fuel tank; Dunlop tyres 21 x 6.00, rear 21 x 7.00; Rudge-Whitworth centre lock wire wheels.
DIMENSIONS wheelbase 140.5in (356.87cm); track 56in (142.2cm); length 187in (474.9cm); width 68.5in (173.99cm); ground clearance 7.25in (18.4cm); turning circle 47.5ft (14.5m).
EQUIPMENT Smith and Jaeger instruments, white figures black faces, German silver parallel-sided radiator shell; Green Label badges. Zeiss headlamps; Bosch electrics; Hobson fuel telegauge; brake vacuum gauge
PERFORMANCE maximum speed 92mph (147.7kph)-100mph (160.9kph); fuel consumption 15mpg (18.83l/100km).
PRICE chassis £1800.
Detail from Dove Publishing: The Complete Bentley

Always a winner, Woolf Barnato (right with Sir Tim Birkin) the only drivers to win all three Le Mans 24-Hours races he entered. This picture captioned "a quarter of an hour before the start, 1929."

Unintended consequencies

Not before time, there's proposed safety legislation not obsessed with speeding. Proposals for new powers so police can issue tickets for bad driving are all very well, but begs the question of how you catch the miscreants. One sees drivers weaving in and out of motorway traffic, risking theirs and everybody else's necks, and just wish there was a patrol car there to scoop them up. There never is. And with the passing of a regime that thought it could enforce safety by speed cameras while reducing traffic police, maybe we are on the threshold of a new era.

We need more patrol cars like this Vauxhall Insignia
Unfortunately making new regulations does not follow logical processes. This 1993 Sunday Times column was concerned about unintended consequences. The original copy for "proposed law..." is attached.


The AA has just taken delivery of a fleet of new Ford Transits.
Sunday Times: Motoring 02 May 1993
DEATH BY DANGEROUS DRIVING

The creation of a new offence of causing death by driving is to be looked at by the AA as soon as the proposals are drawn up for a new criminal justice bill in the autumn. It is barely a year since the Road Traffic Act introduced two offences, causing death by dangerous driving and causing death by careless driving while over the prescribed blood-alcohol limit. Instead there will be a new single offence with double the existing maximum jail term of five years.

Courts will need to take account of the circumstances of accidents to make a distinction between misdemeanours with unexpectedly tragic consequences and minor shunts. 'We need to make sure that motoring offences do not get out of proportion,' an AA spokesman said. 'Causing death while at the wheel of a car must relate to similar offences in other areas, although we acknowledge public concern over the powers judges have for dealing with the lunatic fringe who drive without concern for life.'

A driver who runs into a car stationary at traffic lights is clearly culpable. But the difference between the consequences may be no more than a matter of chance. The driver of the stationary car may get a stiff neck when his headrest cushions the blow, step from his damaged vehicle and exchange names and addresses before driving off, aggrieved but alive.

Another stationary car might have no head restraints. They are a relatively recent safety feature. In an identical accident with the same degree of carelessness by the offending driver, whiplash could break the driver's neck and kill him.

Consequences in traffic accidents can often be a matter of luck - running into a car with safety features against running into one without. Driver B could face a custodial sentence of up to ten years against driver A getting a caution, a fine, and a few points on his driving licence for essentially the same misdeed, running into the back of a stationary car.

Drink-driving is a different issue. Impairment through drinking is a serious business, the courts take it seriously, and the distinction of a separate offence of causing death while unfit to drive through drink should remain.

But there is a distinction between the driver who crashes carelessly or recklessly into a bus shelter when it is empty, and the one who kills all the occupants. The difference rests only on whether anyone was in the shelter at the time. In one case it might mean a wigging by the bench, in the other a long term of imprisonment.

The logic of increasing penalties according to the consequences of transgressions, would imply decreasing them where the risks are small. Speeding at 3am on an empty motorway in clear weather would become less serious than recklessly flouting the law on a busy afternoon.

Reckless, careless, driving without due care and attention, or whatever it may be called under various road traffic acts, now generally comes to light when there has been an accident. Yet it is the bad driving that is the offence, not whether the driver knocks down a tree or kills a sheep.

In the last four years nearly 100 cases of apparently lenient sentences on drivers involved in accidents have been referred by the Attorney General to the Court of Appeal. Fourteen involved fatalities. The protests the Home Office receives over sentences on killer-drivers are overwhelming.

It is difficult not to take account of fatalities in assessing culpability, but leaving aside the drink-driving issue, not many drivers set out to kill, and pressing for fierce penalties on those who do will not do much for deterrence and could look like a cry for vengeance.

Solar Charging Outdoor Rocking Lounge Furniture (14 pics)

Solar Charging Outdoor Rocking Lounge Furniture -
Recharge yourself and your electronics while relaxing with friends outdoors in Killian Court. The MIT SOFT Rockers are smart, clean energy charging stations disguised as outdoor rocking lounge furniture.

Unlike conventional ‘hard’ urban infrastructure, The SOFT Rocker leverages its environment in a dynamic manner by using the human power of balance to create an interactive 1.5 axis 35 watt solar tracking system. Soft power electronics designed for this project charge the 12 ampere-hour battery and store solar energy harvested during the day.

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Prohibition on Ben Nevis

A hundred years ago Henry Alexander took his Model T Ford up Ben Nevis. It wouldn’t be allowed now. No, really, it isn’t being allowed. The greenery-yalleries have forbidden it. The John Muir Conservation Trust, which is apparently responsible for the Ben Nevis summit, will only permit a replica carried up by volunteers and then reassembled in commemoration.
Edinburgh Ford dealer Alexander wanted to show how rugged a Model T was, but knew he probably couldn’t drive it all the way. He was right; I’ve climbed there. The track is narrow and rocky. Anything off-track is steep. You might manage a mountain bike.

Henry’s team had to manhandle and dismantle to manage up to the summit, 4,406ft when I was at school. A Model T was only 1200lb (544kg), ten hundredweight in old money so manageable for a robust team of helpers, who took five days over boulders, through snow-drifts and over dangerous loose sand paths. A lot of press, including a chap from The Autocar, assembled at the top to greet the pioneers, who had built little bridges over streams and waterfalls. It took them less than three hours to come down gradients steeper than 1 in 3.

The Ben Nevis Challenge Tour, from 16 - 21 May, is organised by the Model T Register celebrating the 100th anniversary of Alexander’s achievement. Over 60 Model Ts will give daily runs, providing opportunities to see privately-owned examples of Ford's first Universal Car on the picturesque roads around Fort William. There will be a display of Ford vehicles and memorabilia at the Nevis Centre. Other vehicles from the Ford Heritage Collection will include a replica of Henry Ford's first vehicle, the Quadricycle, and a 1910 Model T.

Henry Ford sent eight American Model T’s to Olympia, London, on 13 November 1908. He was keen on exports and they went on to Paris afterwards. Fords had been imported since 1903, the Model Ts coming in through The Central Motor Car Company Ltd, of 117 Long Acre, London WC. Among radical features were cylinders cast in one block and an integral engine, clutch and gearbox. The epicyclic gears drew inspiration from the works of Frederick Lanchester along principles that would form the basis of modern automatic transmissions. There were three pedals; the middle one engaged reverse, the left engaged low when pressed, high when released, and the right operated the transmission brake. A steering column throttle controlled engine speed. Transverse road springs meant only two were needed instead of four; a useful economy. Crosswise springing also offered less resistance to side-roll and twisting on corners. Ford was a passionate advocate of vanadium steel, which he believed made cars stronger and lighter to it was used for the Model T’s frail looking but sturdy drop forged front axle, spindly crankshaft, and parts of the transmission.


Ford Motor Company (England) Ltd began making Model Ts at Trafford Park, Manchester in 1911. The first British Ford was assembled from imported parts on 23 October, Ford’s Irish factory supplying chassis items until Joseph Sankey, of Hadley Shropshire, took over but it was the 1920s before Model Ts were wholly home grown. A Detroit-style moving production line came in September 1914. Assembly had been a stationary affair with axles and chassis laid out on the floor, now building a Model T took 12 hours. Moving assembly tracks had been used elsewhere, but Ford waited until components could be made accurately enough to be interchangeable, cutting build time to an hour and a half. The following year the flywheel magneto operated an electric lighting set, not altogether satisfactorily, since being dependent on engine speed, the lights grew dim when driving slowly. The Model T’s success was so overwhelming all other Fords were discontinued.

INTRODUCTION 27 September 1908, produced until 26 May 1927.
BODY Various styles; 2 or 4-seats; weight 1200lb (544kg).
ENGINE 4-cylinders, in-line; front; 3.75in (95.25mm) x 4in (101.6mm), 2896cc (176.7 cu in); compr 4.5:1; 20bhp (14.91kW) @ 1800rpm; 6.9bhp (5.1kW)/l.
ENGINE STRUCTURE L-head side valve; gear-driven camshaft; non-adjustable tappets; detachable cast iron cylinder head and block; Holley or Kingston single jet updraught carburettor, mixture adjustable by driver; low-tension flywheel magneto, distributor and separate trembler coil for each cylinder, standby battery for starting; splash lubrication; gravity fuel feed; 3-bearing crankshaft; cooling by multi-tube radiator (brass shell in UK until 1916 thereafter black), thermosyphon, and fan.
TRANSMISSION rear wheel drive; epicyclic 2-speed and reverse gearbox, steel disc clutches for low speed and reverse by contracting bands on epicycle drums; multi-disc clutch for direct drive top; propeller shaft enclosed in torque tube; final drive passenger cars and light vans straight-tooth bevel gears; ratio 3.64:1 high 10:1 low.
CHASSIS straight steel channel-section chassis; transverse leaf springs front and rear with radius rods; mechanical brakes foot – contracting band on direct-drive clutch, hand – expanding shoes in rear wheel drums; steering by epicyclic reduction gear in steering wheel boss, drop arm on end of steering column, transverse drag link, 1.25 turns lock to lock; 10gal (45.46l) fuel tank; 30 x 3in front, 30 x 3.5in rear, variations on balloon and straight-sided tyres; hickory-spoked artillery wheels, non-detachable, fixed rims; detachable rims after 1919; wire-spoked wheels 1925.
DIMENSIONS wheelbase 100in (254cm); track 56in (142.2cm) later 60in (152.4cm); length 134in (340.4cm); width 66in (167.6cm); ground clearance 10.5in (76.2cm).
EQUIPMENT from 1909-1915 no electrical system; 1915-1919 8v headlamps and horn from flywheel magneto; 1919-1927 dynamo and battery for 6v starting and lighting.
PERFORMANCE maximum speed 45mph (72.2kph) approx, claim by Ford, 15mph (24kph) in low; 27.2kg/bhp (36.5kg/kW); fuel consumption 28mpg (10.1l/100km).
PRICE Various models, roadster, tourer, 2-door, 4-door saloons, and town car, chassis 1919 £170, 1921 £250, 1924 2-seater £110.

Data from The Ford Centenary File: Dove Publishing, 2011Seventeen years after taking the Model T up Ben Nevis, Henry Alexander made the ascent with a new Model A. I don’t expect that would be allowed now either. The John Muir Conservation Trust is sure smelly old petrol cars with nasty exhaust emissions will ever catch on.