CAR HEATER UK : CAR HEATER

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Car Heater Uk


car heater uk
    heater
  • device that heats water or supplies warmth to a room
  • A heater is object that emits heat or causes another body to achieve a higher temperature. In a household or domestic setting, heaters are usually appliances whose purpose is to generate heating (i.e. warmth). Heaters exists for all states of matter, including solids, liquids and gases.
  • A person or thing that heats, in particular a device for warming the air or water
  • A conductor used for indirect heating of the cathode of a thermionic tube
  • A fastball
  • fastball: (baseball) a pitch thrown with maximum velocity; "he swung late on the fastball"; "he showed batters nothing but smoke"
    car
  • A road vehicle, typically with four wheels, powered by an internal combustion engine and able to carry a small number of people
  • a wheeled vehicle adapted to the rails of railroad; "three cars had jumped the rails"
  • A vehicle that runs on rails, esp. a railroad car
  • A railroad car of a specified kind
  • a motor vehicle with four wheels; usually propelled by an internal combustion engine; "he needs a car to get to work"
  • the compartment that is suspended from an airship and that carries personnel and the cargo and the power plant
    uk
  • .uk is the Internet country code top-level domain (ccTLD) for the United Kingdom. As of April 2010, it is the fourth most popular top-level domain worldwide (after .com, .de and .net), with over 8.6 million registrations.
  • United Kingdom: a monarchy in northwestern Europe occupying most of the British Isles; divided into England and Scotland and Wales and Northern Ireland; `Great Britain' is often used loosely to refer to the United Kingdom
  • United Kingdom
  • UK is the eponymous debut album by the progressive rock supergroup UK. It features John Wetton (formerly of Family, King Crimson, Uriah Heep and Roxy Music), Eddie Jobson (fomerly of Curved Air, Roxy Music and Frank Zappa), Bill Bruford (formerly of Yes and King Crimson) and Allan Holdsworth (

1969 Lotus Caterham Super Seven 46
1969 Lotus Caterham Super Seven 46
The Lotus Seven was launched in 1957, after the Lotus Eleven was in limited production. The Seven name was left over, due to a model that was abandoned by Lotus; a car that would have seen Lotus entering Formula Two with a Riley-engined single-seater in 1952 or 1953. However, the car was completed around Chapman's chassis as a sports car by its backers and christened the Clairmonte Special. Based on Chapman's first series-produced Lotus Mark VI, the Seven was powered by a 40 bhp (30 kW; 41 PS) Ford Side-valve 1,172 cc engine. It was mainly for lower budget club racing on short tracks (750 motor club). The Lotus Seven Series 2 (S2) followed in 1960, and the Series 3 (S3) in 1968. In 1970, Lotus radically changed the shape of the car to create the slightly more conventional sized Series 4 (S4), with a squarer fibreglass shell replacing most of the aluminium bodywork. It also offered some "luxuries" as standard, such as an internal heater matrix. The S4 model was not widely welcomed, and Lotus sold few cars. The British tax system of the time (Purchase Tax) meant the car could be supplied as a kit (known as "completely knocked down" or CKD) without attracting the tax surcharge that would apply if sold in assembled form. Tax rules specified assembly instructions could not be included, but in a typical Chapman-inspired piece of lateral thinking, there was no rule covering the inclusion of disassembly instructions. Hence all the enthusiast had to do was to follow these in reverse. Having joined the EEC on 1 January 1973, the UK had to abolish Purchase Tax and adopt VAT instead. VAT does not allow for concessions such as "CKD", so the tax advantage of the kit-built Lotus Seven came to an end. (Note that VAT does allow for variable rating and even zero-rating" of certain goods and services; but the Government still opted not to indulge the kit-builder). In 1973, Lotus decided to shed fully its "British tax system"-inspired kit car image and concentrate on limited series motor racing cars. As part of this plan, it sold the rights to the Seven to its only remaining agents Caterham Cars. After a brief period producing the Series 4, including assembly of the last "kits" supplied by Lotus, Caterham introduced their version of the Series 3, and have been manufacturing and refining this car ever since as the Caterham Seven. Road test A car with a tuned Ford 1172 cc engine and close ratio gearbox was tested by the British magazine The Motor in 1958. It was found to have a top speed of 80.4 mph (129.4 km/h), could accelerate from 0-60 mph (97 km/h) in 16.2 seconds and had a fuel consumption of 31.0 miles per imperial gallon (9.11 L/100 km; 25.8 mpg-US). The test car cost ?1157 including taxes of ?386. They commented that car could be bought in component form and then it would have cost ?399 for the parts from Lotus, ?100 for the Ford engine and gearbox and ?27 for the BMC rear axle. Top speed A Seven's top speed greatly depends upon the body configuration, engine power and gearing. Early models with low-powered engines had difficulty exceeding 90 mph (140 km/h), although a race-prepared Seven was clocked at 127 mph (204 km/h) by Brausch Niemann through a speed-trap at the 1962 Natal Grand Prix.[7] In addition, clamshell style wings tend to create drag and generate lift at higher speeds. Cycle guards help alleviate this tendency, and low height Brookland aeroscreens that replace the windscreen help improve top end speed. Low speed acceleration Nearly all Sevens, due to their extremely light weight (around 10cwt / 500 kg) have excellent acceleration, especially up to 70 mph (110 km/h), depending on power. For their time, the original late 1950s Sevens could beat most contemporary saloon cars—and by the early 1960s, with improved Ford-Cosworth engines could take on most high performance sports cars with 0–60 mph time in the low 7 seconds. Handling The highest part of the car is about three feet from the road and it has a cloth top and side curtains with plastic back and side windows. The supports for the top and the windshield frame are aluminium. The lower chassis tubes are five inches (127 mm) from the road, while the wet sump, bell housing and one chassis tube are lower, meaning the centre of gravity is very low. The front/rear weight distribution is nearly equal and the lack of a boot and small petrol tank assure that it remains fairly constant. It is, however, more front-heavy than more modern high performance cars.
ROAD TESTING THE PEUGEOT 404 SALOON 1962
ROAD TESTING THE PEUGEOT 404 SALOON 1962
BY JOHN B. BALL – ILLUSTRATED BRISTOL NEWS. FARINA STYLED AND FRENCH - that is just about the shortest possible summing up you can give to the Peugeot 404. First introduced to this country in the Spring of 1960, its attractive line (something on the styling of the B.M.C. range) created an immediate interest, particularly among the fairly large following of people who had experience of the 404’s predecessor, the 403. The exterior line of the car is modern, square, and certainly more rakish than its British Farina styled counterparts. The lower roof line would, from the exterior, give the impression that interior vision would be impaired, but this in actual fact is not so, for upon sitting in the driving seat one becomes aware of the fact that the windows and front and rear screens are all set lower into the car, giving an equal, if not more view than the previously mentioned models. Once inside the car, one stops to survey the fittings and trim. Although possibly a little austere compared with a similarly priced car on the British market, the 404 is most distinctly functional, and very comfortable. The dashboard is simple yet workmanlike. The whole of the instruments are grouped in a single cowl which can be seen through the twin-spoke steering wheel. The ancillary hand controls are all grouped close to the steering wheel, and operation of these proves no problem whatsoever. One small criticism here, however, is that the indicator control is, to my mind, placed far too close to the left hand side of the steering wheel, and it is indeed possible to catch this lever when either turning the wheel or changing gear. I personally feel this would have been much better placed to the right, and the lighting control gear possibly a little lower, or even on the dashboard. Before leaving the fittings of the dashboard, I must pay particular tribute to the heater and de-mister unit. This is completely without any criticism, and is fully adjustable to any requirements. In addition to this, cold air vents are placed at either end of the dashboard to give that pleasant feeling of having one’s feet and body warm, with a quantity of fresh air supply for the head and shoulders. Upon moving off, I was pleased to find that the acceleration throughout the gears was not only adequate but very good. A test showed that a figure of 14.1 seconds could be reached from a standing start to 50 m.p.h., whilst the top speed on the test was found to be about 94 m.p.h. Petrol consumption over the test period with the car driven fairly hard was between 30 and 32 m.p.g. The gearbox on this Peugeot has 4 forward gears with synchromesh on each of them. It is rather an unusual layout for the British roads for the gears are placed rather in the shape of a ‘Z’ as opposed to the ‘H’ on the British cars. After a few hundred miles of motoring, however, one soon becomes accustomed to this peculiarity, and can settle down to some very pleasant motoring. This Peugeot is possibly at its happiest on the open road, and one of the things I am most likely to remember about this car is its road holding and cornering ability. It seems almost that the faster one corners this Peugeot the better it likes it, for it grips the road like a leech, and sits firmly on the road. To match this sort of performance one must of course have good brakes, and I am happy to say in the case of the Peugeot ‘it’s got ‘em!’ The brakes are of the Lockheed Hydraulic Shoe Type, and are faultless, whilst the suspension, both front and rear, is of the independent coil variety with telescopic shock absorbers. After reading this report you may well ask yourself ‘What is the snag with the Peugeot?’ To sum this up briefly, mechanically and in fact physically, very little indeed, but when reflected to the home market I am afraid we must class the car as being rather expensive at a price of ?1,335. The 404 as I see it, is an extremely pleasant car, and is going to be bought in reasonable numbers by the enthusiast. If however, the Government decree that we shall be a Common Market country in the near future, I think I can confidently forecast that this car is going to be seen ever increasingly on the British roads, for with the concession in prices that this Market would automatically bring, it would be a very serious competitor indeed for similar cars on the home market. Specification Cylinders: 4 Capacity: 1,618 c.c. Body Length 14’ 6” Width 5’ 5” Price ?1,335.12.3 including tax.

car heater uk
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