Dodge Super Bee
The Dodge Super Bee is a muscle car marketed by Dodge, produced for the 1968 through 1971 model years. The Super Bee model name was resurrected for the 2007, 2008, 2009, 2012, 2013 Dodge Charger Super Bee models; the original Dodge Super Bee was based on the Dodge Coronet two-door coupe, was produced from 1968 until 1970. It was a rebadged version of the Plymouth Road Runner; the origin of the name, "Super Bee", has its basis in the "B" Body designation pertinent to Chrysler's mid-sized cars, including the Road Runner and Charger. Plymouth's Road Runner sales were enough to have Dodge Division General Manager, Robert McCurry, request a similar model from the Dodge Styling office. Senior designer, Harvey J. Winn, won a "contest" with the name "Super Bee" and a new logo design based on the Dodge "Scat Pack" Bee medallion; the design of the first Super Bee was influenced by the 1968 Coronet convertible and the show car's interior was built by the Alexander Brothers. The show car was introduced at the 1968 Detroit Auto Show.
Although the two cars are similar in external appearance, the Super Bee was heavier and rode on a 117-inch wheelbase compared to the Road Runner's 116 in wheelbase. In addition to minor external differences, such as larger rear wheel openings, the bumblebee tailstripe and fancier grille, the taillight ornamentation, the Super Bee used actual diecast chrome-plated "Bee" medallions; these three-dimensional medallions were prominently mounted in a raised position in the grille/hood area and the trunklid/taillight area of the car throughout the first three years of production. The Super Bee used dash cluster from the Dodge Charger, while the 4-speed manual transmission cars received a Hurst Competition-Plus shifter with Hurst linkage. Due to the higher-quality accessories attached to the Super Bee, the car was sold at a higher price in comparison to the Plymouth version and this had a negative effect on sales; the Super Bee was available with the Hemi engine. This option raised the price by 33%, only 125 were sold.
The 1968 model was only sold as a two-door coupe, with two engine options, the base 335 hp 383 Magnum, the 426 Hemi, rated at 425 hp. The Super Bee included a heavy-duty suspension, an optional Mopar A833 4-speed manual transmission, high-performance tires. Outside, a stripe was wrapped around the tail. A hardtop version joined the existing pillared coupe body in 1969 and a new optional twin-scooped air induction hood, the "Ramcharger", became available; this particular option was coded N-96 and was the counterpart to the Plymouth Road Runner's "Coyote Duster" air induction hood. The "Ramcharger" hood featured. A "six-pack" version of Dodge's 440 cu in engine was added to the offering list mid-year rated at 390 bhp @ 4700 rpm and 490 lb⋅ft @ 3600 rpm of torque; the option code for this was A12, which changed the 5th digit of the VIN to M. These special order 1969 1/2 Dodge Super Bees are known as A12 M-code cars; the A12 package equipped the cars with a Dana 60 axle with a 4:10 gear-ratio, heavy duty automatic transmission or a 4-speed manual, a'lift off' flat black scooped hood.
Other components to the A12 package included heavy duty internal engine parts, black steel rims with high performance G-70 15" tires, heavy duty 11" drum brakes. Only 1,907 A12 M-code 440 Six Pack 1969 1/2 Dodge Super Bees were produced; this option fell half-way between the Hemi as a USD463 option. The 1969 model year included the base 383 Magnum, 440 Six Pack, the 426 Hemi; the 440 Magnum was reserved for the Coronet R/T. For the 1970 model, the Super Bee received a redesign and a new front-end that consisted of a twin-looped front bumper that Dodge Public Relations referred to as "bumble bee wings". Sales fell for the year from 15,506 in 1970 to 5,054 in 1971—because of, or in spite of, this new look, with another sales pressure coming from higher insurance rates for performance cars. In addition to the new looks, engine choices and "ramcharger" hood carried over from 1969, the 1970 cars from Dodge featured several new or improved options. For example, a "C- stripe" variant of the bumble stripe was offered, in addition to new high-back bucket seats, a steering column-mounted ignition and a "pistol grip" Hurst shifter on four-speed models.
Engines: Production: 1968: 7,842–7,717, 125 1969: 27,800–25,727, 1,907, 166 1970: 15,506 The 1971 Coronet line were built in four-door sedan and station wagon body versions, the Super Bee model was moved to the platform used by the Charger. Since an R/T muscle car version of the Charger existed, the Super Bee was promoted as the low-priced model in the line, selling at USD$3,271. Production numbers of the Super Bee reached 5,054, including 22 with the Hemi engine; the moniker was discontinued until the 2007 Super Bee, a Charger SRT-8. 1971 was the only year that a small block engine became available in the Super Bee. Engines: 1971: 340 in³ Small-Block V8, 275 hp 1971: 383 in³ Big-Block V8, 300 hp 1971: 440 in³ Big-Block V8, 370 hp 1971: 440 in³ Big-Block V8, 385 hp 1971: 426 in³ Hemi V8, 425 hp 1972: 400 in³ Big-Block V8, 320 HP In 1970, Chrysler of Mexico introduced the new Dodge Super Bee as a replacement for the company's previous sports car product, the Plymouth
Bumble Bee Foods
Bumble Bee Foods, LLC, is a company that produces canned tuna, other seafoods, chicken under the brand names "Bumble Bee," "Wild Selections," "Beach Cliff," "Brunswick," and "Snow's." The company is headquartered in San Diego, United States. The brand is marketed as Clover Leaf in Canada, it is now owned by the British private equity firm Lion Capital. The Bumble Bee company began in 1899 when seven salmon canners in Astoria, formed the Columbia River Packers Association under the leadership of Andrew B. Hammond; the Bumble Bee brand was introduced in 1910. The CRPA incorporated in 1924, in 1946, Transamerica acquired a controlling interest in CRPA, Inc. After partnering with Wards Cove Packing Company in 1959, CRPA became the world's largest salmon packer. In 1961, Castle & Cooke acquired CRPA by merger and changed the name of the company to Bumble Bee Seafoods after its most famous brand. Since the mid-1980s, Bumble Bee has gone through a number of ownership changes, beginning with Castle & Cooke's sale of Bumble Bee in a leveraged buyout to management in 1985.
The management team, having paid off their leveraged debt before their 5-year goal, sold Bumble Bee to Pillsbury in 1988 contingent upon the president, Patrick Rose, the management team staying on for five years, Pillsbury in turn, following its December 1988, hostile takeover by Grand Metropolitan PLC, was forced to sell the brand the next year to the Thai company Unicord. Bumble Bee went bankrupt in 1997, was sold to International Home Foods, the former food unit of American Home Products. ConAgra Foods acquired International Home Foods in 2000; the Canadian company Connors Brothers Limited merged with Bumble Bee in 2004. The company was renamed Bumble Bee Foods, LLC in 2005. Centre Partners acquired the company again in 2008 and sold it to Lion Capital in 2010. In August 2015, Bumble Bee Foods was sued, accused of colluding with Chicken of the Sea and StarKist to fix prices. Bumble Bee's former CEO, Christopher Lischewski, was indicted in May 2018 for price fixing. Bumble Bee Foods was in talks to merge with Chicken of the Sea, but the merger was called off on December 3, 2015, after the Department of Justice expressed "Serious Concerns" raised by Olean Wholesale Grocery, a regional wholesaler that had sued the two companies over alleged Sherman Antitrust Act violations.
In 1982, 40 million cans of Bumble Bee tuna were recalled due to holes in some cans. In 2007, a case of botulism caused by food produced at a Castleberry's Food Company plant owned and operated by Bumble Bee prompted a recall. In 2010, the USDA announced a recall of Bumble Bee chicken salad products due to pieces of plastic found in packaging. On October 11, 2012, a worker died in a pressure cooker at the Santa Fe Springs, California Bumble Bee plant. In 2013, the company was cited for six safety violations for the death. In April 2015, felony charges related to the accident were brought against the company, the director of plant operations, the director of safety; the Los Angeles district attorney alleged. The company ran a cannery in Astoria, the Samuel Elmore Cannery, designated a National Historic Landmark; the deteriorating structure was slated for demolition, the facility burned down in 1993. Today the company has canneries in California; the brand is known for its "Yum Yum Bumble Bee" advertising jingle.
The jingle was adapted into a song by the ska band Mephiskapheles on their 1994 record God Bless Satan. Marshall J. Kinney Cannery Union Fishermen's Cooperative Packing Company Alderbrook Station Martin, Irene. Flight of the Bumble Bee: The Columbia River Packers Association & a Century in the Pursuit of Fish. Long Beach, WA: Chinook Observer. ISBN 978-0615548456. Bumble Bee Cannery Museum/Hanthorn Cannery Foundation
The Porsche 914 or VW-Porsche 914 is a mid-engined sports car designed and marketed collaboratively by Volkswagen and Porsche from 1969 to 1976. It was available as a targa-topped two-seat roadster powered by either a flat-6 engine. By the late 1960s, both Volkswagen and Porsche were in need of new models. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a setup that dated back to Porsche's founding. Ferdinand Piëch, in charge of research and development at Porsche, was put in charge of the 914 project. Intending to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, Porsche decided during development that having Volkswagen and Porsche models sharing the same body would be risky for business in the American market, convinced Volkswagen to allow them to sell both versions as Porsches in North America. On March 1, 1968, the first 914 prototype was presented. However, development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12, 1968.
His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart. In Lotz's opinion, Volkswagen had all rights to the model, no incentive to share it with Porsche if they would not share in tooling expenses. With this decision, the price and marketing concept for the 914 had failed before series production had begun; as a result, the price of the chassis went up and the 914/6 ended up costing only a bit less than the 911T, Porsche's next lowest priced car. The 914/6 sold quite poorly while the much less expensive 914/4 became Porsche's top seller during its model run, outselling the Porsche 911 by a wide margin with over 118,000 units sold worldwide. Volkswagen versions featured an 80 bhp fuel-injected 1.7 L flat-4 engine based on the Volkswagen air-cooled engine. Porsche's 914/6 variant featured a carbureted 110 bhp 2.0 L flat-6 engine from the 1969 911T, placed amidships in front of a version of the 1969 911's "901" gearbox configured for a mid-engined sports car.
Karmann manufactured the rolling chassis at their plant, completing Volkswagen production in-house or delivering versions to Porsche for their final assembly. The 914/6 models used lower gear ratios and high brake gearing in order to try to overcome the greater weight of the six-cylinder engine along with higher power output, they featured five lug wheels and an ignition on the left side of the steering wheel. Suspension and handling were otherwise the same. A Volkswagen-Porsche joint venture, Volkswagen of America, handled export to the U. S. where both versions were sold as Porsches. The four-cylinder cars were sold as Volkswagen-Porsches at European Volkswagen dealerships. Slow sales and rising costs prompted Porsche to discontinue the 914/6 variant in 1972 after producing 3,351 of them. For 1974, the 1.7 L engine was replaced by a 85 bhp 1.8 L, the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. The 914's production ended in 1976; the 2.0 L flat-4 engine continued to be used in the 912E, introduced that year as an entry-level model until the front-engined I-4 cylinder 924 was introduced the following model year.
The 914 was Motor Trend's Import Car of the Year for 1970. A 914/6 GT driven by Frenchmen Claude Ballot-Lena and Guy Chasseuil won the GTS class and finished sixth overall at the 1970 24 Hours of Le Mans. Brian Redman used a 914/6 to scout the course in practice runs for the 1970 Targa Florio; the Porsche 914 was produced from 1969 to 1976 in the following models: Two prototype 914s, dubbed 914/8, were built during 1969. The orange 914/8 was the first constructed, at the instigation of Ferdinand Piëch, to prove the concept. Powered by the full-blown, 350 hp 908 flat-eight racing engine, it was based on a surplus 914 handbuilt development prototype bodyshell, hence the many differences from the standard vehicle; the second, road-registered car, powered by a carburetted and detuned 908 race engine making 300 hp was prepared as a gift to Ferry Porsche on his 60th birthday. Based on a spare prototype shell, it was much closer to the standard car in detail. By all accounts Ferry didn't like the car much and it is now in the Porsche Museum.
Neither car saw a racetrack except for the purposes of testing. The 914/8 was not considered for production as a regular model. Another factory prototype, a 914/6 surfaced in the US in 2001. Together with a surviving prototype Sportomatic 914/6, reputedly in Southern Germany, they are a special part of Porsche history. Planned for the 1972 model year, the Porsche 916 program was cancelled after eleven prototypes with aerodynamic front and rear bumpers and either the 2.4 engine from the 911S, or the 2.7 from the Carrera. They were to have a fixed steel roof, wider wheels, double grilled engine lid, flared fenders as styled from the 914-6 GT cars. Ventilated disc brakes were fitted to all four wheels, a "mid-engined" version of the then-new 915 transmission, giving a conventional shift pattern
C2-class Melbourne tram
The C2-class trams are five-section Alstom Citadis 302 trams built in La Rochelle, France that operate on the Melbourne tram network. They were built for the tram network in Mulhouse, but being surplus to Mulhouse demands, were leased to use in Melbourne in 2008 being purchased by the Government of Victoria; the trams operate on route 96. In 2008 an arrangement to lease five low-floor, air-conditioned, bi-directional, five section Alstom Citadis 302 trams was brokered with Mulhouse, through Yarra Trams' French parent, Transdev; the lease agreement was $9 million for four years with shipping costs of $500,000 for each tram, with the first tram arriving in Melbourne in February 2008. The first tram was launched on 11 June 2008, nicknamed Bumble Bee 1, with the rest following suit up to Bumble Bee 5. Being surplus to the demands of Mulhouse, they were intended to be leased only until December 2011. However, it was announced in November 2010 that the State Government was in negotiations to acquire the C2-trams, with all five subsequently purchased in 2012/13.
Prior to entering service in Melbourne they had minor adjustments made at Preston Workshops, including improvements to the air-conditioning and modifications to the Mulhouse livery. In July 2014, C2 5123 was the first C2 class tram to receive the new Public Transport Victoria livery. In October 2017, C2 5106 was the first C2 class tram to receive the new advertisement livery. In April 2018, C2 5123 was the second C2 class tram to receive the new advertisement livery. In May 2018, C2 5111 was the third C2 class tram to receive the new advertisement livery. C2-class trams operate on the following route: 96: Brunswick East to St Kilda Beach Media related to Citadis 302 trams in Melbourne at Wikimedia Commons
The Nelson Aircraft Corporation was founded in 1945 by sailplane pilot Ted Nelson and sailplane designer William Hawley Bowlus in San Fernando, California. Bowlus and Nelson formed the Nelson Aircraft Corporation to build a two-seat, motor glider version of the popular Bowlus BA-100 Baby Albatross; the designers nicknamed this design the Bumblebee but they sold the powered glider under the official moniker, Dragonfly. The first Nelson-Bowlus glider was the Nelson Bumblebee with a pod-and-boom fuselage two-seat powered sailplane; the Bumblebee in 1945-46 was built with a Righter O-45 16-hp four-cylinder engine. The prototype Bumblebee had a retractable tricycle landing gear, operated manually by the pilot; the nose gear was steerable with a lock. The rear wheels had a special cam action so that they could be tucked away in the fuselage at the proper angle; the rear wheels had independent internally expanding brakes, designed by Bowlus, which facilitated taxiing on the ground. The high pitch sound of the engine caused Bowlus and Nelson to name it the "Bumblebee."
A three-gallon gas tank fed the pusher type engine allowing it to fly for an hour and a half under full throttle, cruising at 75 mph. Tests were made which determined the engine was under-powered, producing about 16 horsepower at 3500 rpm, not enough for adequate flight, although Bowlus claimed it would climb 300 feet per minute to an altitude suitable for soaring; the men decided to build a suitable engine of their own design from scratch, used for the production models. Their new motor generated 25 horsepower, just enough power for a slow climb. Nelson Aircraft developed their own 25-28 hp four-cylinder, two-stroke H-44 and H-49 engines; these engines were used for a limited production version of the BB-1 Bumblebee called the BB-1 Dragonfly. The experimental Nelson Bumblebee was a strut-braced, high wing, Bowlus Baby Albatross glider design, altered by widening the cockpit and adding a plexiglass bubble to improve visibility; the Nelson Dragonfly version added vertical stabilizers mounted on the ends of the horizontal stabilizer.
The motorglider had side-by-side seating with flight controls for each occupant
The Ram pickup is a full-size pickup truck manufactured by FCA US LLC and marketed as of 2011 onwards under the Ram Trucks brand. The current fifth-generation Ram debuted at the 2018 North American International Auto Show in Detroit, Michigan. Ram was part of the Dodge line of light trucks; the name Ram was first used in 1932–1954 Dodge Trucks returned on the redesigned 1981 Ram and Power Ram, following the retiring and rebadging of the Dodge D Series pickup trucks as well as B-series vans. Ram trucks have been named Motor Trend magazine's Truck of the Year six times; the first-generation Ram trucks and vans introduced in 1981 featured a Ram hood ornament first used on Dodge vehicles from 1932 to 1954. Not all of the first-generation trucks have this ornament and is most seen on four-wheel-drive models. Dodge kept the previous generation's model designations: "D" or Ram indicated two-wheel drive while "W" or Power Ram indicated four-wheel drive. Just like Ford, Dodge used 150 to indicate a half-ton truck, 250 for a three-quarter-ton truck, 350 for a one-ton truck.
The truck models were offered in standard cab, "Club" extended cab, crew cab configurations. They were offered along with 6.5 ft and 8 ft bed lengths and "Utiline" and "Sweptline" styled boxes along with standard boxes. Externally, the first-generation Rams were facelifted versions of the previous generation Dodge D-Series pickups introduced in 1972; the new model introduced larger wraparound tail lamps, dual rectangular headlamps, squared-off body lines. Engine choices were pared down to 318 and 360 V8s; the interior was updated and included a new bench seat and a new dashboard and instrument cluster with an optional three-pod design - a speedometer in the center, with the two side pods containing an ammeter on the top left, a temperature gauge bottom left, a fuel gauge on the top right and an oil pressure gauge bottom right. Models without the full gauge package had only indicator lights in the place of the temperature and oil pressure gauges. Among the options offered on the Ram were front bumper guards, a sliding rear cab window, air-conditioning, cruise control, tilt steering column, power door locks and windows, AM/FM stereo with cassette tape player, styled road wheels, aluminum turbine-style mag wheels, special paint and stripe packages, two-tone paint, a plow package for four-wheel-drive models.
The "Club Cab" was dropped from the lineup after 1982, but Dodge kept the tooling and re-introduced nearly a decade in the 1991 models. The four-door crew cab and Utiline beds were dropped after the 1985 model year, to make room on the assembly line for the upcoming 1987 Dodge Dakota, were never reintroduced in this generation. Basic Ram 100 models were reintroduced for 1984, replacing the previous "Miser" trim level available on the Ram 150. A "Ram-Trac" shift-on-the-fly transfer case was added for the 1985's Power Rams, both the crew cab and Utiline flared bed were dropped for 1986. In 1988 the Slant-6 engine was replaced by a 3.9 L fuel-injected V6 engine. The 5.2 L engine received electronic fuel injection in 1988. Because of a new computer controlled fuel injection, ignition and ABS system, more vehicle information needed to be displayed through any warning or notification lights; the message center included "Wait to Start" and "Water in Fuel" lights on diesel models. Diagnostic fault codes were stored in the computer's memory, cycling the ignition key three times would allow the computer to flash the trouble codes through the check-engine light for diagnosis of some problems.
Rear ABS became standard equipment in 1989. The Ram 100 model designation was dropped and these models folded back into the 150 range for 1990, due to the introduction and sales success of the Dodge Dakota pickup. Additionally, the instrument cluster was revised. In 1990, Dodge reintroduced the Club Cab, equipped with fold-out jump seats for the 1991-1993 models. Entry was made through the passenger or driver's doors, as there were no rear doors for this configuration; these trucks, though popular with fleets, sold poorly compared to the Ford F-Series and the General Motors C/K Trucks, with just under 100,000 units sold most years of their production. Part of this was due to the dated cab and chassis design, in production since 1972, there was no powerful diesel option until 1989, there was no big-block gas V8 option. Additionally, the interior had been given few updates since 1981. For 1989, the 5.9 L V8 received throttle-body fuel injection for a 20 hp gain. Additionally, Dodge introduced a new overdrive automatic transmission for reduced fuel consumption.
This light-duty transmission was designated the A500, was offered with the 3.9 L V6 and 5.2 L V8. An "O/D Off" pushbutton switch to lock out the overdrive 4th gear; the A727 automatic saw continued use for some 5.2 L engines, all 5.9 L engines, heavy-duty applications. The grille was redesigned for 1991 but kept the large rectangular headl