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To win the title, the Bakersfield, Calif. Looking at the numbers:. Subsequently, non-points qualifying drivers Matt Kenseth, Kyle Busch and Kyle Larson finished , while Elliott, who started in ninth, finished the 29th Annual Ford Ecoboost in 17th place.
The 28 points Elliott collected for the finish placed him atop the Nationwide Series leader board with 1, point total, which was 42 points better than Regan Smith 1, , and 59 points better than Elliott Sadler and Brian Scott.
Elliott, at 18 years, 11 months and 18 days, became the youngest and first rookie champion in NASCAR national series history.
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Super Truck Practice 9: Super Truck Tech Super Truck Qualifying, Euro Style, 4 trucks, 4 laps Modified Qualifying, Euro Style, 4 cars, 4 laps 2: The spare wheel was mounted on the bonnet.
The car had ample off-road capability, but at twice the price of the standard 2CV. Many were used by the Swiss Post as a delivery vehicle.
Today they are highly collectible. A sun roof was installed. An electric wiper motor replaced the drive on the speedometer.
The ammeter was replaced by a charging indicator light. The speedometer was moved from the window frame into the dash. Director of publicity Claude Puech came up with humorous and inventive marketing campaigns.
In the s 2CV production caught up with demand. The exterior is more modern and distinguished by the recessed lights in the fenders and bodywork.
Between and about 1. This was in response to competition by the Renault 4. The Dyane was originally planned as an upmarket version of the 2CV and was supposed to supersede it, but ultimately the 2CV outlived the Dyane by seven years.
From , only two series were produced: All 2CVs from this date can run on unleaded fuel. In the front bench seat was replaced with two individual seats.
In 2CVs were fitted with standard three-point seat belts. In new seat covers, a padded single-spoke steering wheel and ashtrays were introduced.
The highest annual production was in Sales of the 2CV were reinvigorated by the oil crisis. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport.
The Paris to Persepolis rally was the most famous. The round headlights were replaced by square ones, adjustable in height.
A new plastic grille was fitted. Slimmer bumpers with stick-on tape rather than plastic strips and no overriders were fitted.
It also had the earlier round headlights, last fitted in . The model also had a revised and cheaper-to-make plastic version of the s two-spoke steering wheel instead of the one-spoke item from the Dyane, as found on the Club.
By the boost to 2CV sales across Europe delivered by the Energy Crisis had begun to wear off and there was a whole new generation of superminis and economy cars available from European and Japanese manufacturers.
Citroen itself now had the Visa available. Peak annual production for 2CVs was reached in , cars but by this had dropped to 89, and by would stand at just 59, None the less the car remained profitable for PSA to produce on account of its tooling and set-up costs being amortised many years before and it could share major parts with more popular or profitable models such as the Visa and Acadiane.
In one scene the ultra light 2CV tips over and is quickly righted by hand. In all 2CV models got inboard front disc brakes, which also used LHM fluid instead of conventional brake fluid - the same as was found in the larger Citroen models with hydropneumatic suspension.
In Citroen introduced the Visa's replacement, the AX. This was widely regarded as a superior car to the Visa and took many of the remaining 2CV sales in France following its introduction.
From to 2CV production fell by 20 per cent to just 43, cars. Of that total over 12, went to West Germany and went to the UK.
France was now the third-largest market for 2CVs, taking cars that year. It was estimated that Citroen was now selling the 2CV at a loss in the French market, but that it was still profitable in other European countries.
The peak of 2CV sales in the United Kingdom would be reached in , thanks to the introduction of the popular Dolly special edition see below - new 2CVs were registered in Britain that year.
This year saw the discontinuation of the Club, which was by then the only 2CV model to retain the rectangular headlamps.
In , production ended in France after 40 years. The factory at Levallois-Perret had been the global centre for 2CV production since but was outdated, inefficient and widely criticised for its poor working conditions.
The last French-built 2CV was made on February Production of the 2CV would continue at the smaller-capacity but more modern Mangualde plant in Portugal.
In the first European emission standards were introduced voluntarily by a number of European nations, ahead of the legal deadline of July Only 42, 2CVs were built in Portugal in the two years following the end of French production.
Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France.
As of October , 3, remained in service in the UK. In the arrived. In there was the Cocorico. This means "cock-a-doodle-doo" and tied in with France's entry in the World Cup.
In came the Bamboo, followed by the Perrier in association with the mineral water company. The Charleston, having been presented in October as a one-season "special edition" was incorporated into the regular range in July in response to its "extraordinary success".
Other changes were a new rear-view mirror and inboard disc brakes at the front wheels. The Dolly special edition was introduced in March , using bright two-tone colour schemes with a similar Art Deco style as the more subdued Charleston.
With demand for these models still high Citroen made the Dolly a permanent fixture in the 2CV range.
In many markets, including Germany and the UK, the Dolly was best-selling 2CV model, outselling all the other variants combined in some years.
It was introduced mainly because of stricter emissions standards. In it was replaced by the "Sausss-duck" special edition.
Production of the 2CV in Belgium was from to Until then British construction and use regulations made cars with inboard front brakes such as the 2CV illegal.
It achieved some success in these markets, to the extent that all Slough-built 2CVs were fitted with improved air cleaners and other modifications to suit the rough conditions found in Australia and Africa, where the 2CV's durability and good ride quality over rough roads attracted buyers.
The 2CV sold poorly in Great Britain in part due to its excessive cost, because of import duties on components. The pick-ups also served aboard HMS Albion.
They were to serve as motor transport with the 42nd Commando regiment of the Royal Marines, which required robust and reliable vehicles to cope with jungle tracks, that were light enough to be taken ashore by helicopter from the aircraft carriers.
In , the 2CV was re-introduced to the British market in the wake of the oil crisis, which resulted in an increasing demand for smaller cars, to which most manufacturers had responded by launching small "supermini" cars, including the Renault 5 , Ford Fiesta and Volkswagen Polo.
The second wave of 2CVs for the British market were produced in France but avoided the crippling import duties of the s, because the UK was by then a member of the EEC.
Only a few thousand 2CVs were sold in North America when they were new; similar to the situation in Britain, their pricing was excessive relative to competitors.
Also in , the Yugoslav firm Tomos began producing the 2CV under licence at the Koper plant, in what is today Slovenia. One of these, the La Dalat , was the first automobile manufactured in Vietnam.
Both chassis and engine were made in France while the "three box" bodywork in both 2- and 4-door versions was designed and produced in Chile.
It was the first economy car on the market in Chile. It was built between and , during which it saw changes like different bumpers, a hard roof, front disc brakes, and square headlights.
From to the end of production in the 2CV was built only in Portugal. The level of technology in the 2CV was remarkable for the era. The reliability of the car was enhanced by the minimalist simplification of the designers, being air-cooled with an oil cooler , it had no coolant, radiator, water pump or thermostat.
It had no distributor either, just a contact breaker system. Except for the brakes, there were no hydraulic parts on original models; damping was by tuned mass dampers and friction dampers.
The car featured radial tyres , which had just been commercialised;  front-wheel drive ; rack and pinion steering mounted inside the front suspension cross-tube, away from a frontal impact; rear fender skirts the suspension design allowed wheel changes without removing the skirts ; bolt-on detachable front and rear wings; detachable doors, bonnet and boot lid after , by "slide out" P-profile sheet metal hinges; flap-up windows, as roll up windows were considered too heavy and expensive.
Ventilation in addition to the sunroof and front flap windows was provided by an opening flap under the windscreen. The car had load adjustable headlights and a heater heaters were standardised on British economy cars in the s.
The body was constructed of a dual H-frame platform chassis and aircraft -style tube framework, and a very thin steel shell that was bolted to the chassis.
The 2CV used the fixed-profile convertible, where the doors and upper side elements of its bodywork remain fixed, while its fabric soft top can be opened.
This reduces weight and lowers the centre of gravity, and allows the carrying of long or irregularly shaped items, but the key reason was that fabric was cheaper than steel which was in short supply and expensive after the war.
The fixed-profile concept was quite popular in this period. The suspension of the 2CV was very soft; a person could easily rock the car side to side dramatically.
The swinging arm , fore-aft linked suspension system with inboard front brakes had a much smaller unsprung mass than existing coil spring or leaf spring designs.
The design was modified by Marcel Chinon. The system comprises two suspension cylinders mounted horizontally on each side of the platform chassis.
Inside the cylinders are two springs, one for each wheel, mounted at each end of the cylinder.
The springs are connected to the front leading swinging arm and rear trailing swinging arm, that act like bellcranks by pull rods tie rods.
These are connected to spring seating cups in the middle of the cylinder, each spring being compressed independently, against the ends of the cylinder.
These allow the front and rear suspension to interconnect. This also compresses the front "volute" spring pulling the whole cylinder forwards. That action pulls the rear wheel down on the same side via the rear spring assembly and pull rod.
When the rear wheel meets that bump a moment later, it does the same in reverse, keeping the car level front to rear.
When both springs are compressed on one side when travelling around a bend, or front and rear wheels hit bumps simultaneously, the equal and opposite forces applied to the front and rear spring assemblies reduce the interconnection.
The swinging arms are mounted with large bearings to "cross tubes" that run side to side across the chassis; combined with the effects of all-independent soft springing and excellent damping, keeps the road wheels in contact with the road surface and parallel to each other across the axles at high angles of body roll.
A larger than conventional steering castor angle , ensures that the front wheels are closer to vertical than the rears, when cornering hard with a lot of body roll.
The soft springing, long suspension travel and the use of leading and trailing arms means that as the body rolls during cornering the wheelbase on the outside of the corner increases while the wheelbase on the inside of the corner decreases.
As the cornering forces put more of the car's weight on the outside pair of wheels the wheelbase extends in proportion, keeping the car's weight balance and centre of grip constant, promoting excellent road holding.
The other key factor in the quality of its road holding is the very low and forward centre of gravity, provided by the position of the engine and transmission.
Because the rear brakes were outboard, they had extra tuned mass dampers to damp wheel bounce from the extra unsprung mass.
The uprated hydraulic damping obviated the need for the rear inertia dampers. This suspension design ensured the road wheels followed ground contours underneath them closely, while insulating the vehicle from shocks, enabling the 2CV to be driven over a ploughed field without breaking any eggs, as its design brief required.
More importantly it could comfortably and safely drive at reasonable speed, along the ill-maintained and war-damaged post-war French Routes Nationales.
The 2CV was originally equipped with a sliding splined joint, and twin Hookes type universal joints on its driveshafts; later models used constant velocity joints and a sliding splined joint.
The gearbox was a four-speed manual transmission, an advanced feature on an inexpensive car at the time. The gear stick came horizontally out of the dashboard with the handle curved upwards.
It had a strange shift pattern: Reverse was opposite first. This layout was adopted from the H-van's three-speed gearbox. The windscreen wipers were powered by a purely mechanical system: The wipers' speed was therefore dependent on car speed.
When the car was waiting at a crossroad, the wipers were not powered; thus, a handle under the speedometer allowed them to be operated by hand. From , the wipers were powered by a single-speed electric motor.
The car came with only a speedometer and an ammeter. The 2CV design predates the invention of disc brake , so — cars have drum brakes on all four wheels.
In October , front disc brakes were fitted. The engine was designed by Walter Becchia and Lucien Gerard,  [ unreliable source?
This engine was less powerful, and more efficient, allowing lower fuel consumption and better top speed, at the price of decreased acceleration.
All 2CVs with the M28 engine can run on unleaded petrol. The 2CV used the wasted spark ignition system for simplicity and reliability and had only speed-controlled ignition timing, no vacuum advance taking account of engine load.
Unlike other air-cooled cars such as the Volkswagen Beetle and the Fiat the 2CV's engine had no thermostat valve in its oil system.
The engine needed more time for oil to reach normal operating temperature in cold weather. All the oil passed through an oil cooler behind the fan and received the full cooling effect regardless of the ambient temperature.
This removes the risk of overheating from a jammed thermostat that can afflict water- and air-cooled engines and the engine can withstand many hours of running under heavy load at high engine speeds even in hot weather.
To prevent the engine running cool in cold weather and to improve the output of the cabin heater all 2CVs were supplied with a grille blind canvas on early cars and a clip-on plastic item called a "muff" in the owner's handbook, on later ones which blocked around half the aperture to reduce the flow of air to the engine.
The engine's design concentrated on the reduction of moving parts. The cooling fan and dynamo were built integrally with the one-piece crankshaft , removing the need for drive belts.
The use of gaskets , seen as another potential weak point for failure and leaks, was also kept to a minimum. The cylinder heads are mated to the cylinder barrels by lapped joints with extremely fine tolerances, as are the two halves of the crankcase and other surface-to-surface joints.
As well as the close tolerances between parts, the engine's lack of gaskets was made possible by a unique crankcase ventilation system.
On any 2-cylinder boxer engine such as the 2CV's, the volume of the crankcase reduces by the cubic capacity of the engine when the pistons move together.
This, combined with the inevitable small amount of "leakage" of combustion gases past the pistons leads to a positive pressure in the crankcase which must be removed in the interests of engine efficiency and to prevent oil and gas leaks.
The 2CV's engine has a combined engine "breather" and oil filler assembly which contains a series of rubber reed valves.
These allow positive pressure to escape the crankcase to the engine air intake to be recirculated but close when the pressure in the crankcase drops as the pistons move apart.
Because gases are expelled but not admitted this creates a slight vacuum in the crankcase so that any weak joint or failed seal causes air to be sucked in rather than allowing oil to leak out.
The engine is very under-stressed and long-lived, so this is not a major issue.In the s 2CV production caught up with demand. The Globe and Mail. Retrieved 2 May For the stipendium gewinnen engines, stratosphere hotel & casino las vegas were separate petrol tanks under the front seats. This had an additional engine-transmission unit in the rear, mounted the other way bbc football live and driving the rear wheels. Often called "an umbrella juventus live stream free wheels",   the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroofwhich accommodated oversized loads and until reached almost to the car's rear bumper. From Wikipedia, the free encyclopedia. The ammeter was Beste Spielothek in In der Kalle finden by a charging indicator light. Many were used by the Swiss Post as a delivery vehicle. Retrieved 3 December The first prototypes were bare chassis with rudimentary controls, seating and roof; test drivers wore leather flying suits, of the type used in contemporary open biplanes. In the 2CV received an ignition lock and a lockable driver's door. The design was modified by Marcel Chinon.