John Whitmore (racing driver)
Sir John Henry Douglas Whitmore, 2nd Baronet was a pioneer of the executive coaching industry, an author and British racing driver. John Whitmore was born on the son of Sir Francis Whitmore and Ellis Johnsen, he was educated at Eton College, Sandhurst Royal Military Academy, Cirencester Agricultural College. He inherited The Orsett Estate Company at Orsett, Essex, on the death of his father; the inheritance included the family seat of Orsett Hall, from the grounds of which he used to take off and land his plane. In 1968, he sold the house to his friends and Val Morgan, he married twice, first to Ella Gunilla Hansson, from whom he was divorced in 1969, to Diana Becchetti. He had a child from each marriage, he died on 28 April 2017. In his first year in the competition, 1961, Whitmore won the British Saloon Car Championship in his BMC Mini Minor. In 1963 he drove again in the BSCC and came second in the championship in a Mini Cooper, finishing just two points behind Jack Sears. In 1965 he won the European Touring Car Championship in a Lotus Cortina.
He won by finishing first in his class in 8 of the 9 1965 ETCC races. Sir John drove in the 24 Hours of Le Mans for five years between 1959 and 1966. In the first year he finished second in class along with Jim Clark in a Lotus Elite. In 1965 and 1966 he raced in a works Ford GT40, but had to retire from the race both years with mechanical problems. At the end of 1966 he retired from racing, he returned in life to driving in historic car events such as the Goodwood Revival. After leaving racing and the world of motor-sports, he became interested in transpersonal psychology and its emphasis on the principle of will, intention, or responsibility, he went on to apply his learning and skills first to the world of sport and to business. In 1970 he studied at the Esalen Institute in Big Sur, with the likes of William Schutz, creator of team development model FIRO-B, trained with Harvard educationalist and tennis expert Timothy Gallwey, who created the Inner Game methodology of performance coaching. Sir John founded the Inner Game in Britain in 1979 with a small team of Inner Game coaches trained by Gallwey.
They coached tennis players and golfers but soon realized the value of the Inner Game for leaders and managers of organizations. Sir John spent much of the 1980s developing the methodology and techniques for performance improvement in organizations and showed it was possible to improve performance, increase learning and enjoyment, find a sense of purpose in work. Sir John is regarded as a pioneer in the field of business coaching. Along with Tim Gallwey, Laura Whitworth and Thomas J. Leonard, he is credited with launching modern coaching in the 1970s. For some people, Sir John will always be best known as the co-creator of the GROW model, one of the most established and successful coaching models, he presented at numerous conferences around the world and contributed to many other books such as Challenging Coaching and Coaching at Work. In the 1990s Sir John was a co-founder, along with Eric Parsloe, David Clutterbuck, David Megginson and Julie Hay, of the European Mentoring and Coaching Council.
In 2004 he founded Performance Consultants International, a provider of coaching, leadership development and performance improvement. Sir John was involved with the Professional and Personal Coaches Association, an organization that merged in 1998 with the International Coach Federation, he served as a Trustee for the ICF Foundation until his death in 2017. Whitmore received a number of awards outside his career in motor racing, including: A Lifetime Achievement Award from the International Association of Coaching in 2013, presented to him by the IAC President, Krishna Kumar. Whitmore wrote a book titled Coaching for Performance. Published by Nicholas Brealey Publishing, it contains details of his coaching model, known as the GROW model. The first four editions sold a million copies in 23 languages; the fifth edition was published in 2017. Whitmore wrote the foreword to and is extensively quoted in a book called Nine: Briefing from Deep Space, published in 2005; the book is based upon interviews with extraterrestrial beings which a group of people including Whitmore, as well as Phyllis Schlemmer and Uri Geller, claimed to have had over a number of years.
The book and Whitmore himself have been quoted and spoken about on a number of websites which explore such claims. Sir John has been interviewed numerous times; some examples include: By Coaching at Work magazine At the European Commission In Coaching Magazine In a book titled Coaching: An International Journal of Theory and Practice The European Mentoring and Coaching Council co-Founded by Sir John Whitmore Daily Telegraph Interview on Le Mans Performance Consultants International, the company founded by Sir John Whitmore
The Ford Zephyr is a car, manufactured by Ford of Britain from 1950 to 1972. The four cylinder version was named Ford Consul but from 1962 both four- and six-cylinder versions were named Zephyr, the Consul name having been discontinued on this line of cars; the Zephyr, its luxury variants, the Ford Zodiac and Ford Executive, were the largest passenger cars in the British Ford range from 1950 until their replacement by the Consul and Granada models in 1972. The Mark I Ford Consul and Zephyr models were first displayed at the Earls Court Motor Show in 1950, they were the first British cars to use in mass production the MacPherson Strut independent front suspension, used today. Production began with the Consul on 1 January 1951; the Mark I model ran until 1956. From April 1956 the Mark II Consul and Zodiac went on sale and were known as the Three Graces; the Mark II range was popular and finished its run in 1962, when from April that year the Mark III Zephyr 4, Zephyr 6 and Zodiac went on sale. The Consul name was dropped, the car's place in the Ford UK line-up being filled by the first four-cylinder Ford Zephyr.
While the Mark II Zephyr and Zodiacs had shared the same body, the new Zodiac and Zephyrs launched in 1962 shared few body panels. With the Mark III, Ford sorted out problems that had beset previous models and the Mark III proved to be popular and the most durable of the range; the model sold at a rate equal to or better than the Mark II both in the UK and overseas, but was in production for a shorter time. During the last months of production, an up-market Executive version was added to the Mark III range; the Mk III range was discontinued in January 1966 and the new Zephyr / Zodiac Mark IV range was released in April 1966. This car's design anticipated the Consul/Granada range with V-engines and independent rear suspension, but the development of the model was rushed and this was reflected in its durability, it was one of the first medium priced cars to feature rear disc brakes. Although the Ford Zephyr never saw American production, a limited number were imported into the U. S. and the name itself has appeared on other American Ford-related cars.
The first use of the Zephyr name was in 1936 with the Lincoln-Zephyr a smaller companion to the full sized Lincoln sedan sold at the time, followed in the late 1970s with the Mercury Zephyr, an upscale version of the Ford Fairmont. The Lincoln Zephyr name was resurrected for a new model in 2006 but was changed to Lincoln MKZ the following year. Model number EOTTAThe first of the Zephyr range was a lengthened version of the four-cylinder 1,508 cc Consul, with a 2,262 cc six-cylinder engine producing 68 bhp. Like the Consul, the Zephyr came with a three-speed gear box, controlled by a column-mounted lever; the front suspension design employed what would come to be known as MacPherson struts while a more conventional configuration for the rear suspension used a live axle with half-elliptic springs. The car could reach just over 23 mpg; the Ford Zephyr Six was available with 4-door saloon and two-door convertible bodies. The convertible version had a power-operated hood. In addition to the main British Ford factory in Dagenham, the Consul and Zephyr were assembled at Ford New Zealand's Seaview factory in Lower Hutt from CKD kits.
The large Fords competed with the locally built Vauxhall Wyvern and Velox and the Australian Holden. When the newly crowned Queen Elizabeth II visited New Zealand as part of a Commonwealth tour in the early 1950s, she was pictured watching Zephyrs being built at the local Ford plant. In 1953, a Ford Zephyr Six driven by Maurice Gatsonides won the Monte Carlo rally, pushing a Jaguar Mark VII into second place in the process. Two years a Ford Zephyr Six driven by Vic Preston and D P Marwaha won the East African Safari Rally. A saloon tested by The Motor magazine in 1951 had a top speed of 79.8 mph and could accelerate from 0–60 mph in 20.2 seconds. A fuel consumption of 23.7 miles per imperial gallon was recorded. The test car cost £842 including taxes but was fitted with optional leather trim and radio. Model number EOTTAThe Zephyr Zodiac was an upmarket version of the Zephyr launched at the London Motor Show in autumn 1953, it had two-tone paintwork, leather trim, a heater, windscreen washers, whitewall tyres, spot lights.
The engine had a higher compression ratio – 7.5:1 instead of 6.8:1 – increasing the maximum power to 71 bhp. A car tested by The Motor magazine in 1955 had a top speed of 80 mph and could accelerate from 0-60 mph in 20.2 seconds. A fuel consumption of 22.2 miles per imperial gallon was recorded. The test car cost £851 including taxes. There are no official records of Zephyr Zodiac convertibles being produced, but there were a few estate cars. Model number 206EIn 1956 the Consul and Zodiac were all restyled; the 6-cylinder cars' engines were enlarged to 2,553 cc, with power output correspondingly raised to 86 bhp. The wheelbase was increased by 3 inches to the width increased to 69 inches; the weight distribution and turning circle were improved. Top speed increased to 88 mph and the fuel consumption was improved at 28 mpg‑imp; the Zodiac and Zephyr were offered in two body styles these being the "Highline" and "Lowline", depending on the year of manufacture — the dif
The Ford Anglia is a compact car, designed and manufactured by Ford UK. It is related to the Ford Prefect and the Ford Popular; the Anglia name was applied to various models between 1939 and 1967. A total of 1,594,486 Anglias were produced, it was replaced by the Ford Escort. The first Ford Anglia model, the E04A, was released on 31 October 1939 as smallest model in the UK Ford range, it was a facelifted version of that model. The Anglia was a simple vehicle aimed with few features. Most were painted Ford black. Styling was late-1930s, with an upright radiator. There were standard and deluxe models, the latter having better instrumentation and, on pre-war models, running boards. Both front and rear suspensions used transverse leaf springs, the brakes were mechanical; the two-door Anglia is similar to the longer, four-door, E93A Ford Prefect. A bulge at the back enabled a spare wheel to be removed from its vertical outside stowage on the back of the car and stowed flat on the boot floor, which usefully increased luggage space.
Some back seat leg room was sacrificed to the luggage space, being reduced from 43¾ inches in the Ford 7Y to 38½ inches in the Anglia. The Anglia replaced the 7Y saloon, but the van version of the earlier model continued to be built until 1946, after which some minor changes sufficed to rebaptize the van the "E04C"; the domestic market engine was the 933 cc straight-four side-valve engine familiar to drivers of predecessor models since 1933. The 1172 cc straight-four engine from the Ford Ten was fitted for some export markets, including North America, where imports began for model year 1948, they had sealed beam headlights and small, separate parking lights mounted underneath, as well as dual tail lights, into which flashing turn signals could be added without adding additional lights. A minor styling change was made in December 1947, with the name "Anglia" now incorporated in the top of the grille surround; the car retained a vacuum-powered wiper with its tendency to slow down or stop above about 40 mph, the point at which the suction effect from the induction manifold disappeared.
A contemporary road test commended the Anglia's ability to pull away from 6 mph in top gear. Compulsory driving tests had only been introduced in the UK. Most potential buyers would approach the vehicle without the benefit of formal driving tuition; the cars did have synchromesh between second and top gears, but not between first and second, so many would have sought, wherever possible, to avoid en route changes down to first. Production, hindered by the diversion of Ford's factory to military production during the Second World War, ceased in 1948 after 55,807 had been built. Initial sales in Britain began in early 1940. Production was suspended in early 1942, resumed in mid-1945; the E04A was built in Australia from 1940 to 1945 and was produced in tourer and roadster body styles. The former had a rear seat and the latter was a two-seater convertible; the Australian-built Anglia A54A used the chassis and front panels of the English E04A and was offered in 4-door sedan, coupe utility and panel van body styles.
The 8HP 933cc engine was used and all models featured running boards. Three different types of radiator grille were fitted to A54A models. Both the original and the revised E04A grilles were used and a third style, unique to the A54A, was introduced in 1948; this featured a centrally placed vertical chrome strip. The 1949 model, code E494A, was a makeover of the previous model with a rather more 1940s style front-end, including the sloped, twin-lobed radiator grille. Again it was a spartan vehicle and in 1948 was Britain's lowest-priced four-wheel car; the 10HP, 1172 cc engine was again available in export markets - this model is called the E493OA. An Anglia tested by the British magazine The Motor in 1948 had a top speed of 57 mph and could accelerate from 0-50 mph in 38.3 seconds. A fuel consumption of 36.2 miles per imperial gallon was recorded. The test car cost £309 including taxes. Including all production, 108,878 were built; when production as an Anglia ceased in October 1953, it continued as the basic Ford Popular until 1959.
The Australian built A494A Anglias of the 1949 to 1953 period shared the frontal styling and 90 inch wheelbase chassis of their English E494A counterparts but differed in many other ways, notably in the range of body styles offered. A494As were produced in 4-door saloon, 2-door tourer, 2-door coupe utility and 2-door roadster utility models. All body styles had running boards, the boot of the Australian saloon was less prominent than that of the English saloon; the 933-cc, 8 HP unit was the only engine offered, but the 1172-cc, 10 HP engine was available from 1950. At the time of its introduction, the A494A Tourer was the cheapest new car on the Australian market. In 1953, Ford released the 100E, designed by Lacuesta Automotive, it was a new car, its style following the example of the larger Ford Consul introduced two years earlier and of its German counterpart, the Ford Taunus P1, by featuring a modern three-box design. The 100E was available as a four-door Prefect. During this period, the old Anglia was available as the 103E Popular, touted as the cheapest car in the world.
Internally there were individual front seats trimmed in PVC, hinged to allow access to the rear. The instruments (speedome
Gerry Anderson was an English television and film producer, director and occasional voice artist. He remains famous for his futuristic television programmes his 1960s productions filmed with "Supermarionation". Anderson's first television production was the 1957 Roberta Leigh children's series The Adventures of Twizzle. Supercar and Fireball XL5 followed both series breaking into the US television market in the early 1960s. In the mid-1960s Anderson produced his most successful series, Thunderbirds. Other television productions of the 1960s include the Mysterons. Anderson wrote and produced several feature films whose box office performance was unexceptional. Following a shift towards live action productions in the 1970s, he had a long and successful association with media impresario Lew Grade and Grade's company ITC, continuing until the second series of Space: 1999. After a career lull when a number of new series concepts failed to get off the ground, his career began a new phase in the early 1980s when audience nostalgia for his earlier Supermarionation series led to new Anderson productions being commissioned.
Projects include a 2005 CG remake of Captain Scarlet entitled Gerry Anderson's New Captain Scarlet. Gerald Alexander Abrahams was born in the Elizabeth Garrett Anderson and Obstetric Hospital in Bloomsbury and spent the early years of his life in Kilburn, Neasden, London, he was educated at Kingsgate Infants School in Kilburn and Braintcroft Junior and Senior schools in Neasden, prior to winning a scholarship to Willesden County Grammar School. His parents were Joseph Abrahams. Anderson's Jewish paternal grandfather had the surname Bieloglovski, he settled in London. Anderson's Jewish mother Deborah changed the family name to "Anderson" in 1939. At the start of the Second World War, Gerry Anderson's elder brother, volunteered for service in the Royal Air Force. Lionel wrote letters to his family, in one letter described a US Army Air Forces air base called Thunderbird Field, the name of which stayed in his younger brother's memory. On 16 October 1952, Anderson married Betty Wrightman, they had two daughters and Joy.
Gerry Anderson began his career in photography, earning a traineeship with the British Colonial Film Unit after the war. He developed an interest in film editing and moved on to Gainsborough Pictures, where he gained further experience. In 1947 he was conscripted for national service with the Royal Air Force, he was based at RAF Manston, an airfield near Margate, served part of his time in air traffic control. On one occasion, a Spitfire was coming in to land, it was only about 50 feet above the ground before the runway controller alerted the pilot to the fact the plane's undercarriage hadn't lowered. The pilot climbed away; as this was a moment Anderson always remembered, he found it all too easy to write about aircraft when he devised stories for Thunderbirds. After completing his military service, he returned to Gainsborough, where he worked until the studio was closed in 1950, he worked freelance on a series of feature films. In the mid-1950s, Anderson joined the independent television production company Polytechnic Studios as a director, where he met cameraman Arthur Provis.
After Polytechnic collapsed, Provis, Reg Hill and John Read formed Pentagon Films in 1955. Pentagon was wound up soon after and Anderson and Provis formed a new company, AP Films, for Anderson-Provis Films, with Hill and Read as their partners. Anderson continued his freelance directing work to obtain funds to maintain the fledgling company. AP Films' first television venture was produced for Granada Television. Created by Roberta Leigh, The Adventures of Twizzle was a series for young children about a doll with the ability to'twizzle' his arms and legs to greater lengths, it was Anderson's first work with puppets, the start of his long and successful collaborations with puppeteer Christine Glanville, special effects technician Derek Meddings and composer/arranger Barry Gray. It was Anderson's desire to move into live-action television; the Adventures of Twizzle was followed by another low-budget puppet series with Leigh, Torchy the Battery Boy. Although the APF puppet productions made the Andersons world-famous, Gerry Anderson was always unhappy about working with puppets.
He used them to get attention from and a good reputation with TV networks, hoping to have them serve as a stepping stone to his goal of making live-action film and TV drama. During the production of The Adventures of Twizzle, Anderson started an affair with secretary Sylvia Thamm and left his wife and children. Following his divorce from his first wife, Anderson married Thamm in November 1960. AP Films' third series was the children's western fantasy-adventure series Four Feather Falls. Provis left the partnership. Four Feather Falls was the first Anderson series to use an early version of the so-called Supermarionation process, though this term had yet to be used. Despite APF's success with Four Feather Falls, Granada did not commission another series from them, so Anderson took up the offer to direct a film for Anglo-Amalgamated Studios. Crossroads to Crime was a low-budget B-grade cri
Lotus Cortina is the used term for the Ford Cortina Lotus, a high-performance sports saloon, produced in the United Kingdom from 1963 to 1970 by Ford in collaboration with Lotus Cars. The original version, based on the Ford Cortina Mark 1, was promoted by Ford as the "Consul Cortina developed by Lotus", with "Consul" being dropped from the name; the Mark 2 was based on the Ford Cortina Mark 2 and was marketed by Ford as the "Cortina Lotus". There were 3,306 Mark I and 4,093 Mark 2 Lotus Cortinas produced; the history of the Cortina Lotus began in 1961. Colin Chapman had been wishing to build his own engines for Lotus because the Coventry Climax unit was so expensive. Colin Chapman's chance came when he commissioned Harry Mundy to design a twin-cam version of the Ford Kent engine. Most of the development of the engine was done on the 997cc and 1,340cc bottom end, but in 1962 Ford released the 116E five bearing 1,498 cc engine and work centred on this. Keith Duckworth, from Cosworth, played an important part in tuning of the engine.
The engine's first appearance was in 1962 at the Nürburgring in a Lotus 23 driven by Jim Clark. As soon as the engine appeared in production cars, it was replaced with a larger capacity unit; this was. Whilst the engine was being developed, Walter Hayes asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. Chapman accepted, although it must have been busy in the Cheshunt plant, with the Elan about to be launched; the Type 28 or Lotus Cortina or Cortina Lotus was duly launched. Ford supplied the 2-door Cortina bodyshells and took care of all the marketing and selling of the cars, whilst Lotus did all the mechanical and cosmetic changes; the major changes involved installing the 1,557 cc engine, together with the same close-ratio gearbox as the Elan. The rear suspension was drastically altered and lightweight alloy panels were used for doors and boot. Lightweight casings were fitted to differential. All the Lotus factory cars were painted white with a green stripe.
The cars received front quarter bumpers and round Lotus badges were fitted to rear wings and to the right side of the radiator grille. Interior modifications were limited to a centre console designed to accommodate the new gear lever position, different seats and the style dashboard, featuring tachometer, oil pressure, water temperature and fuel level gauges. A wood-rimmed steering wheel was fitted; the suspension changes to the car were quite extensive. The rear was more radical with vertical coil spring/dampers replacing the leaf springs and two trailing arms with a A- bracket sorting out axle location. To support this set-up, further braces were put behind the rear seat and from the rear wheelarch down to chassis in the boot; the stiffening braces meant that the spare wheel had to be moved from the standard Cortina's wheel well and was bolted to the left side of the boot floor. The battery was relocated to the boot, behind the right wheelarch. Both of these changes made big improvements to overall weight distribution.
Another improvement the Cortina Lotus gained was the new braking system which were built by brake specialist Girling. This system was fitted to Cortina GTs but without a servo, fitted in the Cortina Lotus engine bay; the engines were built by J. A Prestwich of Tottenham and Villiers of Wolverhampton. In 1966, Lotus moved to Hethel in Norwich; the Cortina Lotus used a 8.0 in diaphragm-spring clutch, whereas Ford fitted coil-spring clutches to the rest of the range. The remainder of the gearbox was identical to the Lotus Elan; this led to a few problems because although the ultra-close gear ratios were perfect for the race track or open road, the clutch was given a hard time in traffic. The ratios were changed; the early cars were popular and earned some rave reviews. It was'THE car' for many enthusiasts who before had to settle for a Cortina GT or a Mini-Cooper and it amazed a lot of the public who were used to overweight'sports cars' like the Austin-Healey 3000; the launch was not perfect however, the car was too specialist for some Ford dealerships who did not understand the car.
There were a few teething problems reported by the first batch of owners, some of the engines were down on power, the gear ratios were too close and the worst problem was the differential housing coming away from the casing. This problem was caused by the high loads put on the axle because of the A bracket it was an integral part of the rear suspension; this was made worse by the fact any oil lost from the axle worked its way on to the bushes of the A bracket. There were four main updates made to the Mk1 Lotus during its production to solve some of these problems; the first change was a swap to a two-piece prop shaft and the lighter alloy transmission casing were changed for standard Ford items.
Ford Falcon (North America)
The Ford Falcon was a front-engine, rear-drive six passenger compact produced by Ford from 1960 to 1970, across three generations. A sales success for Ford outselling contemporary rivals from Chrysler and General Motors, the Falcon was offered in two-door and four-door sedan, two-door and four-door station wagon, two-door hardtop, sedan delivery and Ranchero pickup body configurations. For several years, the Falcon name was used on passenger versions of the Ford Econoline van; the Falcon's television marketing featured the first animated appearances of the characters from Charles Schulz's acclaimed comic strip, with announcer contribution from Paul Frees. Variations of the Ford Falcon were manufactured in Argentina, Canada and Mexico. Early Mexican built versions of the Ford Maverick used the Falcon Maverick name. Edsel Ford first used the term "Falcon" for a more luxurious Ford he designed in 1935, he decided the new car did not fit with Ford's other offerings, so this design became the Mercury.
The "Big Three" auto manufacturers, focused purely on the larger and more profitable vehicles in the US and Canadian markets. Towards the end of the 1950s, all three manufacturers realized that this strategy would no longer work. Large automobiles were becoming expensive, making smaller cars such as Fiats, Renaults and Volkswagens attractive. Furthermore, many American families were now in the market for a second car, market research showed women thought the full-size car had grown too large and cumbersome. At the same time, research showed many buyers would prefer to buy US or Canadian if the domestic manufacturers offered a smaller car with lower cost of ownership. Thus, all three introduced compacts: the Valiant from Chrysler, GM's Chevrolet Corvair, the Ford Falcon. Studebaker introduced the Lark, Rambler downsized its near-compact American in 1960. Ford United Kingdom had begun production of the Ford Anglia in 1939, the earlier Ford Model Y in 1932, followed by the Ford Zephyr, but they weren't sold in North America.
Ford of Germany built the Ford Eifel, followed by the Ford Köln, mechanically similar to the British Model Y, followed by the Ford Taunus in 1939, but were not sold in North America. The European Fords, Anglia and Taunus, were in production at the same time the Falcon was introduced; the project which became the Falcon was started and sponsored by Ford General Manager Robert S. McNamara, who commissioned a team to create what by American standards of the time would be a small car but elsewhere in the world considered a mid-size. McNamara, promoted to Group Vice President of Cars and Trucks by the time the Falcon was launched, was intimately involved in development, insisting on keeping the costs and weight of the car as low as possible. Engineer Harley Copp employed a unibody atop a standard suspension and sourced parts from Ford's existing bin to keep the price low while providing room for six passengers in reasonable comfort; the sales success of the conventional Falcon along with slow sales of GM's rear-engined Corvair led General Motors to introduce their own compact car based on the Falcon's principles, the Chevy II.
The 1960 Falcon was powered by a small, lightweight 95 hp, 144 CID Mileage Maker straight-6 with a single-barrel carburetor. Unibody construction accommodated coil springs front suspension, leaf spring rear suspension and drum brakes front and rear. A three-speed manual column shift was standard, the two-speed Ford-O-Matic automatic was optional. There was room for six passengers. Body styles included two- and four-door sedans, two- or four-door station wagons, the Ranchero car-based pickup, transferred onto the Falcon platform for 1960 from the Fairlane. A Mercury rebadged variant, the Mercury Comet intended for the defunct Edsel marque, was launched in the US midway through the 1960 model year; the market shift which spurred the development of the Falcon and its competitors precipitated the demise of several well-established marques in the late-1950s and early-1960s. Besides the infamous tale of the Edsel, the Nash, Hudson, DeSoto, Packard nameplates all disappeared from the marketplace. In 1960, Ford's Canadian subsidiary introduced the Falcon-based Frontenac.
It was designed to give Mercury-Meteor dealers a smaller model to sell, since the Comet was intended as an Edsel, sold by Ford-Monarch dealers. Produced for the 1960 model year only, the Frontenac was a rebadged 1960 Falcon with its own unique grille, tail lights, external trim, including red maple-leaf insignia. Despite strong sales, the Frontenac was discontinued and replaced by the Mercury Comet for 1961. Robert McNamara, a Ford executive who became Ford's president before being offered the job of U. S. Defense Secretary, is regarded by many as "the father of the Falcon". McNamara left Ford shortly after the Falcon's introduction, but his faith in the concept was vindicated with record sales; the 1961 model year introduced an optional 101 hp, 170 CID six, two new models were introduced. The Ford Falcon brochure featured Charlie Brown and Lucy from the Peanuts comic strip who remained until 1965. Ford boasted of the good fuel economy achieved by the six-cylinder Ford Falcon models in advertising.
The fuel economy was good, a claimed 30 mpg‑US, c
Doppelgänger (1969 film)
Doppelgänger is a 1969 British science-fiction film, directed by Robert Parrish and starring Roy Thinnes, Ian Hendry, Lynn Loring and Patrick Wymark. Outside Europe, it is known as Journey to the Far Side of the Sun, now the more popular title. In the film, a joint European-NASA mission to investigate a planet in a position parallel to Earth, behind the Sun, ends in disaster with the death of one of the astronauts, his colleague discovers. The first major live-action film of Century 21 writer-producers Gerry and Sylvia Anderson—noted for Thunderbirds and other 1960s "Supermarionation" puppet television series—Doppelgänger was shot from July to October 1968, using Pinewood Studios as the principal production base. Parrish filmed on location in both England and Portugal; the professional relationship between the Andersons and their director became strained as the shooting progressed, while creative disagreements with cinematographer John Read resulted in his resignation from Century 21. Actors and props from Doppelgänger would re-appear in a Anderson TV series, UFO.
Although the Andersons incorporated adult themes into their script in an effort to distinguish the film from their children's TV productions, cuts to adult-oriented content—in this case a shot of a pack of contraceptive pills—were required in order to permit an A and PG certificate from the British Board of Film Censors. Doppelgänger premiered in August 1969 in the United States, October of that year in the United Kingdom. Although the film in general has been praised for the quality of its special effects and set design, the plot device of the parallel Earth has attracted criticism, with some commentators judging it to be clichéd and uninspired in comparison to the precedent established by earlier science fiction. In addition, although Doppelgänger has been interpreted as a pastiche of major science-fiction films of the 1960s, including 2001: A Space Odyssey, some of the devices and imagery used have been dismissed as weak imitations of the originals. Since release, it has been termed a cult film.
In 2069, the European Space Exploration Council's unmanned spacecraft Sun Probe discovers a planet in the same orbit as Earth on the other side of the Sun. Dr. Kurt Hassler, based at the EUROSEC Space Centre in Portugal, is a double agent, leaking the probe's findings to a rival power in the East. Security Chief Mark Neuman traces the transmissions to Hassler's laboratory and shoots the scientist dead. EUROSEC director Jason Webb convinces NASA representative David Poulson that the West must send a manned mission to investigate the unknown planet before Hassler's allies in the East. NASA astronaut Colonel Glenn Ross and EUROSEC astrophysicist Dr. John Kane are assigned to the mission. After taking off in their spacecraft Phoenix and Kane go into hibernation for the outbound journey. Orbital scans for extraterrestrial life prove inconclusive, so the astronauts decide to travel to the surface in their lander, a lifting body designated as Dove. During the descent, Dove is damaged in an electrical storm and crashes in mountainous terrain, leaving Kane critically injured.
Ross and Kane are picked up by a human air-sea rescue team, who tell Ross that they have landed near Ulaanbaatar, Mongolia. The astronauts are flown back to the Space Centre confirming that they have somehow returned to Earth. Neuman and EUROSEC official Lise Hartman question Ross. Kane dies from his injuries soon after. Over time, Ross realizes that he is not on Earth, but indeed on the unknown planet — a Counter-Earth on which all aspects of life are reversed, making it a mirror image of his Earth. Signs of the reversal include cars being driven on the "wrong" side of the road and Ross's inability to read text unless it is reflected in a mirror. At first and Ross's wife Sharon refuse to accept his claims. However, Webb is convinced when Ross demonstrates the ability to read reflected text aloud without hesitation and Kane's post-mortem examination shows that his internal organs are located on the "wrong" side of his body. Ross conjectures that the two Earths are parallel and that the Counter-Earth's Ross is experiencing similar events on his Earth.
Webb proposes that Ross return home. EUROSEC builds a replacement for Dove designed to be compatible with the "reversed" technologies of Phoenix. Among the modifications is the reverse-polarisation of the spacecraft's electrical circuits, although it is unclear whether electrical polarity is affected by the mirroring of the Earths. Having named the new spacecraft "Doppelganger", Ross attempts to dock with Phoenix. However, Doppelganger's electrical systems malfunction, confirming that polarity is a constant; the crippled spacecraft detaches from Phoenix and re-enters the atmosphere, locked on a collision course with the Space Centre. EUROSEC is unable to repair the fault from the ground and Doppelganger crashes into a parked spacecraft. Ross is killed and the resulting chain reaction destroys much of the Space Centre, killing key personnel and destroying all records of Ross's presence on the Counter-Earth. Years a wheelchair-bound Jason Webb has been admitted to a nursing home. Noticing his reflection in a mirror, he rolls forward to touch his image but crashes through the mirror and dies.
As his first contribution to live-action film, Gerry Anderson had directed Crossroads to Crime, a 1960 B feature, for Anglo-Amalgamated. Talent agent Leslie Grade had since approached Anderson with a proposal for a film starring actor Arthur Haynes, but discussions between Grade and Anderson h