Some cool Sports Book images:
@ hard rock sports book
Image by mileena
i didnt want to leave the sports book. i miss tv! :\
Some cool Sports Book images:
Jaguar E-Type 4.2 at Samuel’s in Allston: Engine view
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Check out these Sports Betting images:
Shine on
Image by Mark Witton
It’s summer blockbuster season at the cinema. This year, we’ve already had another superhero flick, a new Terminator doing the rounds at the moment, giant transforming robots hot on his heels, and an angsty teenage wizard following behind that. Depending on your point of view, this is either the best time of the year to visit the silver screen or good reason to stay outside and work on your suntan. For me, it’s got to be the latter: sure, I loved the blockbusters of my day: Ghostbusters II, Independence Day and Jurassic Park stand out as memorable cinema trips from yesteryear, but, even though the same people are still making the movies, I’ve grown out of them. The Jurassic Park guys had a heavy hand in the new Indiana Jones movie, and it was crap. Likewise, the Independence Day boys have filled our screens with several unadulterated pieces of tripe, Godzilla, The Day After Tomorrow and 10,000 BC. I figured that it was them doing something wrong, that they’d lost some of their magic in the way that musicians can loose their spark over time. Unfortunately, I checked: their old movies are just as bad, it’s just that I’m no longer a puppydog that laps up any onscreen action as long as the movie as plenty of roary-roary creatures and some lasers.
Nowadays, being a whole week and a bit from 25, I’d rather watch a movie based on Chekov than Clancy, or be confused by Lynch than bored by Bruckheimer. The difference is the emphasis on scale: I don’t need big set pieces, action and devious plots to overthrow the world as we know it to be entertained: I just need two people in a complicated relationship, perhaps an edge of surrealism, and I’m very happy. I want to be emotionally challenged: I’ve seen enough celluloid explosions already, now I want to see real life. Give me longing and desire, or explore the brevity of happiness. Show brooding revenge and darkness, or people struggling with their own salvation. Instead of chases involving gruff men in black cars, I want people running away from their pasts. This is the stuff that makes for a rewarding film. American Beauty or, say, Mulholland Drive may be stories set within a narrow space and feature only a handful of players, but they offer a reward that just can’t be paralleled by any globe-trotting, high-octane thrill-seeking adventure with dozens of characters.
The same can be said for your world of pterosaur research*. There well over 100 pterosaur species now known and you can make a good name for yourself by studying the whole lot of them at once. Work on, I don’t know, an epic comparison of flight styles or some sweeping study of their systematics. Tell the world that everything they thought they knew about one aspect of pterosaur palaeobiology, mass estimation, say, is wrong, or reveal a finding from one critter that has implications for the whole clan. Alternatively, you could be really, really specific and work on just a few species at once. This is also kind of cool, because you become a total expert on that one little clique: you know everything of note that’s ever been said about them, and can spout streams of information to anyone foolish enough to ask. While this doesn’t really put you in excellent stead for conversation at parties, it does mean that you begin to feel a real affinity for your little corner of the Big Picture and you can tell the Big Boys doing the grand, epic work things that they just haven’t had time to notice.
*Yes, yes, I know: flimsiest link ever.
This brings us neatly to one little group of pterosaurs, Thalassodromidae. They’re the sexy-looking pterosaurs with stonking sail-like headcrests made entirely from bone and, for the moment, we only know of two genera: Tupuxuara and Thalassodromeus. They both come from the Cretaceous Santana Formation of Brazil and, to date, there’s no conclusive evidence that they existed anywhere else. There are some pterosaur arm bones from Europe and Texas that could be thalassodromid, but they could also be something else. Regular readers, if I’ve got any left after such a long posting hiatus (I have good reasons, honest) will recognise them as reasonable regulars of this corner of cyberspace: they appeared yonks ago in my first-ever press release image (the consequences of which are another reason for my lack of posting – fair number of folks after original artwork, these days) and then appearing several more times, most notably in the ‘down with skim-feeding’ press work of 2007. They were also a focal point of my PhD, as I not only discussed their feeding habits through research into skim-feeding, but also looked at virtually ever aspect of their taxonomy. Turns out, y’see, that the thalassodromid story is far more complicated than you might expect, full of enough twists, turns and heightened emotions to fill a period drama. Here’s why.
Firstly, their name: Thalassodromidae. Not much can be controversial about a name, right? Well, there’s been some disagreement about whether the group should be christened this or another moniker, Tupuxuaridae. No one’s actually come to blows over this yet, but different teams of authors have firmly stuck to one name or the other. While you may imagine that there’s no real issue with using different names for the same group, it defies the weighty International Commision of Zoological Nomenclature, the institution that has governed the naming of animals since 1895. These chaps state that you cannot name the same animal, or the same group of animals, more than once. This is sensible enough, especially when you’re trying to write specifically and scientifically, and both Tupuxuaridae and Thalassodromidae are exactly the same thing, so there should only be one name. Thankfully, the ICZN provides guidelines to suss this sort of thing out, and, typically, the earliest name wins out. This would make Tupuxuaridae the winner, as this was first coined in 2006. However, it was only mentioned in passing as part of a discussion over pterosaur phylogeny and, in fact, it was almost certainly an error: the authors of the paper were paraphrasing another set of authors who mentioned tupuxuarids, not the formalised term Tupuxuaridae. Is this a big deal? In the eyes of the ICZN, yes: their code explicitly states that names need to be erected explicitly, and the casual naming of the group in the 2006 doesn’t cut this gravy. Or mustard. Whatever, the important thing is that Thalassodromidae, despite appearing a year later (2007) was erected explicitly, and therefore takes priority.
So, now we know what to call them, then, but what are they? There’s no disagreement that they belong to Azhdarchoidea, the same pterosaur group as the short-faced tapejarids, stork-amatic azhdarchids and slender-skulled chaoyangopterids, but which one of these groups are they most closely related to? This argument has been raging since at least 2003, with some authors saying their crest structure ropes them to Tapejaridae, while others argue that other aspects of their skulls and skeletons tie them to azhdarchids and chaoyangopterids in a group termed Neoazhdarchia. The jury is perhaps still out on this, but I think the weight of evidence places thalassodromids in Neoazhdarchia: all pterosaurs in this group have long, straight jaws with shallow mandibles, relatively long snouts in front of their nasoantorbital fenestra (that big hole positioned in front of the skull in pterodactyloid pterosaurs), eye sockets significantly positioned below the top of the same opening, straight or concave margins along the top of their snouts and a fused shoulder region (the notarium). Several features have also been used to lump thalassodromids with tapejarids, but the only remaining valid character of this pairing is that their headcrests start at the front of the skull. Compared to the number of characters that suggest the contrary, this is argument is pretty weak and, for my money, nowhere near as well supported as the Neoazhdarchia hypothesis.
OK, so we’ve got a name, and a good indication where they fit on the pterosaur tree, but how many thalassodromids are there? We’ve already mentioned the two genera of the group, Tupuxuara and Thalassodromeus, but how many species were there? Well, more than most have suggested, in my view. Circa 2002, we recognised two species of Tupuxuara and single speceis in it’s sister genus, Thalassodromeus. Then, the controversy wand was waved again and it was suggested that all these taxa represented different ages of one Tupuxuara species. This has since been proven not be the case, and we’re back to at least three species again. At least? Yes, at least: there’s two Tupuxuara skulls with unusually reclined crania, particularly low orbits and angular, diamond-shaped nasoantorbital openings. These features aren’t known in any other Tupuxuara material, suggesting these skulls may represent a third Tupuxuara species. Problem is, one Tupuxuara species is only represented by rostral remains, and these elements are unknown in the two Tupuxuara skulls with peculiar crania. Hence, the two morphologies cannot be compared and we’re left wondering if we’ve got three or four thalassodromid morphs in the same locality. Sheesh.
So, thalassodromids are clearly a taxonomic minefield, with disagreements over just about every aspect of their systematics. Do details of their palaeoecology fare any better? Well, not really. My Portsmouth chums published a paper a few years back about growth in thalassodromid headcrests, noting from an immature specimen that the top-portion of the crest appears to grow along the skull as the animal aged, suggesting only fully-developed adults would sport the full flamboyance of a thalassodromid headcrest. This isn’t the fist time such a finding has been made, of course: we know that at least some other pterosaurs underwent similar growth patterns, and thalassodromids seem pretty typical in this regard. Even this finding is tinged with a caveat, though: the specimen that showed this growth strategy, identified as Tupuxuara by my buddies, is very probably a piece of Thalassodromeus. D’oh.
And then, of course, there’s the skim-feeding stuff. Thalassodromeus, y’see, was meant to be the Pterosaur Skim-Feeder Extraordinaire, and it’s descriptors were so confident of it’s proposed feeding habits that they named it, accordingly, ‘sea-runner’. It’s no secret that I think this is hokum, but I’m not going to write out why again: it will suffice to say that biomechanical modelling and comparative anatomy have clearly demonstrated the total lack of substance behind the proposed skim-feeding habits of Thalassodromeus and all other pterosaurs, for that matter (and yet, bizarrely, it still crops up from time-to-time in the technical literature).Unfortunately, there has been no further investigation into exactly what thalassodromids did do for a living, but some loose conclusions can be drawn from their skeletal bauplan. Like other azhdarchoids, their wings are relatively short and, bearing a relatively low aspect ratio, would’ve been handy for flight in terrestrial settings (what with the high lift such wings produce, not to mention the fact that their stunted ends will clip less vegetation). Their hindlimbs are pretty typically developed for non-ornithocheiroid pterodactyloids, meaning they were probably quite comfortable when milling about terrestrially. The neck of Tupuxuara is pretty short but otherwise strong and flexible: it bears no indications of dip-feeding, but it presumably didn’t place as many lifestyle-restrictions on its owner as the necks of azhdarchids probably did. Thalassodromid skulls show some variation: the Tupuxuara skull is quite slender and delicately-built with flat occlusal surfaces at the jaw tip, whereas the skull of Thalassodromeus is pretty durned chunky and has laterally tapered, superficially scissor-like jaw tips. Presumably, this reflects niche partitioning between these contemporary genera, with Thalassodromeus perhaps capable of taking relatively big prey compared to the delicately-built Tupuxuara. In fact, I’ll bet that the bladed jaws of Thalassodromeus were quite a limiting factor on prey size: while they would increase bite pressure along the occlusal margins, bladed jaws might make handling small foodstuffs awkward – imagine substituting chopsticks for two knife edges and you’ll see where I’m coming from. There’s nothing noted in their skeletons to suggest a preference for any type of prey however, so we may provisionally conclude that thalassodromids were generalists that ate anything from fish through to small dinosaurs. However, seeing as excellently, excellently preserved, complete thalassodromid skeletons are still sitting on museum shelves awaiting description, we may eventually be able to pin down their habits more specifically when more details of their anatomy are known.
And that, dear friends, may be all we can sum-up about thalassodromids for the time being. Like a Gore Verbinski movie, it’s been a tale of frustration and convolution and there’s clearly some way to go before all the loose ends are wrapped up. However, the point here, I suppose, is that so much drama has been got out of so few species from one point on the map, and that sorting out these relatively minor controversies can be just as rewarding as figuring out some enormous, pan-palaeontological issue.
And, speaking of very focused views, there’s a profile up top of the aforementioned Tupuxuara with a strange skull, complete with a frog dangling from its mouth. It’s not the most exciting contribution to my portfolio and, what with the lighting and all, you can only just see the low orbit and reclined crania. Oh well: at least it’s something new and, hey, I’ve never seen a pterosaur depicted in lateroventral view before. And that’s important. Like recycling.
And on that note, I’m starting to yawn with alarming regularity and should shove off to bed. Before I go, though: apologies to all those who’ve tried to contact me with no success in the last few months: I’m not deliberately being rude or lazy, just a bit swamped. Accordingly, this leaves me a bit knackered most of the time, just like now. Hence, with the Sandman a callin’, toodleoo for now.
DeMatha on the Examiner
Image by gurana
Saw this outside the metro on my way into work.
Sent from my Verizon Wireless BlackBerry
Edit: I meant to add this earlier, but inside was a whole two pages on DM football, and their sports program in general (small shout out to their world class music program to boot!) The most interesting tidbit, I thought, was the fact that there are currently 7 NFL players which graduated from DM… more than any other high school. That’s quite impressive if you ask me. I have no idea, historically, how DM stacks up in the NFL, but I’m willing to bet it’s in the upper 85-90th percentile.
edit2: DeMatha fell to Good Counsel at the WCAC championsip… WP article
Some cool Sports Book images:
DSC06248-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06288-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
Some cool Sports Book images:
DSC06254-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06271-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06292-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
Check out these Sports Betting images:
Muay Thai
Image by The Dilly Lama
Unlike other sports, the lighter the weight class the more exciting the action will be, and the more betting that takes place. They 14, but really they are just ripped like men that weigh under 100 pounds.
“A Day At The Races” 9/11
Image by raider3_anime
Turf Paradise, Phoenix’s first-class race track, opened on January 7, 1956, making history as the first organized professional sports franchise in Arizona.
Featuring lush landscaping and fine dining, and live thoroughbred racing, as well as off-track betting from across the country and around the world, it is a small corner of Paradise in the Valley Of The Sun…
A view of the front of the facility, within the front entrance…
DSC00155
Image by Urban Mixer
A legendary location with spectacular mountain and waterfront racing views… (There are still spots available for this event!)
The "Sport of Kings", few sports offer as much excitement or international appeal as thoroughbred racing. That’s one reason this Racecourse has been capturing the imagination of Vancouverites and visitors alike for 116 years. Featuring live thoroughbred racing and simulcast racing from many of the world’s most prestigious tracks, this is a legendary location with spectacular mountain and waterfront racing views.
Please join us at the Racecourse on the Private Patio facing the Finish Line for an afternoon of cocktails, appies and conversations while betting on your favourite horses!
This is a special Social Empire event and space is limited to 50 attendees.
RSVP to Frances Hui by email at frances@socialempire.com and pay in advance to reserve your spot. You will be contacted to confirm your attendance and to arrange payment. Your spot will be confirmed once we receive payment.
WITH YOUR ADVANCE TICKET, YOU WILL RECEIVE THE FOLLOWING:
Admission to the Racecourse
Reserved seating on the Private Patio facing the Finish Line
A complimentary beverage and a selection of appies
Private bar (cash only)
Gold racing program
Private tutorial on wagering with guide and instruction
A complimentary betting voucher
Great souvenirs and prizes
DRESS CODE: Summer Classy. No jeans or casual wear please. Hats are optional. There will be prizes for the best dressed.
Space is very limited on the Patio, so RSVP early. This is a very popular event and will sell out!
We look forward to seeing you there!
Date: Saturday, August 12, 2006
Time: 12:30 pm to 5:30 pm
12:30 pm – Reception, 1:20 pm – First Race, 1:30 pm – Appies served, 5:15 pm – Last Race
Location: You must be a member or invited guest to find out
Price: Members – .00, Non-members & Guests – .00
For more information about the party and how to receive an invitation, visit us at www.socialempire.com, or contact me directly at frances@socialempire.com.
See you at this great location for conversation with interesting, intelligent and social people!
A few nice Sports Book images I found:
Mignet-Crosley HM.14
Image by ckaiserca
Frenchman Henri Mignet attempted to design an airplane that almost anyone could build and fly safely. the result was the HM.14 Pou du Ciel. He sought to give everyone access to the skies at a time when flying was the province of professional pilots. Pou du Ciel (literally "Sky Louse" the English called the craft the "Flying Flea") is an apt name for this small, unusual aircraft. The novelty of the HM.14 compelled hundreds of people to build and fly the Pou du Ciel in France and Britain during the early 1930s.
In 1935 the Flea was near the peak of its popularity. American entrepreneur and the president of the Crosley Radio Corporation, Powell Crosley, Junior, obtained a copy of Mignet’s book Le Sport de l’Air. The airplane appealed to Crosley and he ordered his personal pilot, Edward Nirmaier, to build one.
With the help of Dan Boedeker and Herb Junkin, Nirmaier began construction on October 1, 1935. With funding provided by Crosley, he used materials readily available near the airport at Sharonville, Ohio. He even managed to scrounge an ABC Scorpion engine. Nirmaier made the first test flight exactly one month later and this aircraft became the first HM.14 built in the United States.
Powell’s daughter, Mrs. Page Crosley, christened the plane La Cucaracha (The Cockroach) using a bottle containing water from the Atlantic Ocean near Kitty Hawk, North Carolina (the site of the first successful flight of a powered, heavier-than-air flying machine in 1903). The U. S. Bureau of Air Commerce licensed the airplane as the experimental Crosley Flea.
Check out these Sports Book images:
DSC06269-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06304-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
325998
Image by Dave & Bry
Book recommendation visualisation for "Fundamentals of sports injury management" by Anderson, Hall & Hitchings (ISBN 0683300016).
Check out these Sports Book images:
Jaguars: Awesome white E-Type convertible coupe and boring 80s model of no consequence
Image by Chris Devers
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
• 1 Overview
• 2 Concept versions
•• 2.1 E1A (1957)
•• 2.2 E2A (1960)
• 3 Production versions
•• 3.1 Series 1 (1961-1968)
•• 3.2 Series 2 (1969-1971)
•• 3.3 Series 3 (1971-1975)
• 4 Limited edtions
•• 4.1 Low Drag Coupé (1962)
•• 4.2 Lightweight E-Type (1963-1964)
• 5 Motor Sport
• 6 See also
• 7 References
• 8 External links
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "’Lightweight’ E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar’s fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar’s second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger’s wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham’s Quail Auction. Sale price was US.5 million
Production versions
Series 1 (1961-1968)
Series I
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Engine(s)
3.8 L XK I6
4.2 L XK I6
• Wheelbase
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
• Curb weight
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren’t fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Body style(s)
2-door coupe
2-door 2+2 coupe
2-door convertible
• Curb weight
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial ‘ribbed’ appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
• Body style(s)
2-door 2+2 coupe
2-door convertible
• Wheelbase
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
• Curb weight
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type’s styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar’s 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 – predecessor to the E-Type
• Jaguar XJS – successor to the E-Type
• Jaguar XK8 – The E-Type’s current and spiritual successor
• Guyson E12 – a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ 100 most beautiful cars
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"’69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja…
Loungeboarding
Image by FatMandy
Friday saw me take the day off work to go to the snowdome to see how I physically stand up to the rigours of boarding after a bit of laying about recently.
The news is good, and has excited me to the point of hopping around the house on my board.
By the way, Milton Keynes is crap.
The snow dome is good, but the place is crap.
A few nice Sports Book images I found:
DSC06266-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06236-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
DSC06228-Game Farm
Image by lyng883
Breeding gamefowl is one of the many challenging aspects of the Sport of Kings. Numerous books and articles have been written on the subject and they all contain something of value. Over the past several decades, understanding of basic genetics has helped the modern breeder maintain and improve some of the great families of gamefowl that have been passed down through the generations. Maintaining and improving bloodlines is the primary goal of cockers
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