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Cyanogen

Cyanogen is the chemical compound with the formula (CN)2. The simplest stable carbon nitride, it is a colorless and highly toxic gas with a pungent odor. The molecule is a pseudohalogen. Cyanogen molecules consist of two CN groups – analogous to diatomic halogen molecules, such as Cl2, but far less oxidizing. The two cyano groups are bonded together at their carbon atoms: N≡C‒C≡N, although other isomers have been detected. The name is also used for the CN radical, and hence is used for compounds such as cyanogen bromide (NCBr) (but see also Cyano radical.). When burned at increased pressure with oxygen, it is possible to get a blue tinted flame, the temperature of which is approximately 4 800 °C (A higher temperature is possible with ozone.). It is as such regarded as the gas with the second highest temperature of burning (after Dicyanoacetylene)

Cyanogen is the anhydride of oxamide:
 * H2NC(O)C(O)NH2 → NCCN  +  2 H2O

although oxamide is manufactured from cyanogen by hydrolysis:

 * NCCN + 2 H2O  →  H2NC(O)C(O)NH2

Preparation
Cyanogen is typically generated from cyanide compounds. One laboratory method entails thermal decomposition of mercuric cyanide:
 * 2 Hg(CN)2 → (CN)2  +  Hg2(CN)2

Alternatively, one can combine solutions of copper(II) salts (such as copper(II) sulfate) with cyanides; an unstable copper(II) cyanide is formed which rapidly decomposes into copper(I) cyanide and cyanogen.
 * 2 CuSO4 + 4 KCN  →  (CN)2  +  2 CuCN  +  2 K2SO4

Industrially, it is created by the oxidation of hydrogen cyanide, usually using chlorine over an activated silicon dioxide catalyst or nitrogen dioxide over a copper salt. It is also formed when nitrogen and acetylene are reacted by an electrical spark or discharge.

Isomers
Cyanogen is NCCN. There are less stable isomers in which the order of the atoms differs. Isocyanogen (or cyanoisocyanogen) is NCNC, diisocyanogen is CNNC, and diazodicarbon is CCNN.

Paracyanogen
Paracyanogen is a polymer of cyanogen. It can be best prepared by heating mercury(II) cyanide. It can also be prepared by heating silver cyanide, silver cyanate, cyanogen iodide or cyanuric iodide. It can also be prepared by the polymerization of cyanogen at 300 to 500 C in the presence of trace impurities. Paracyanogen can also be converted back to cyanogen by heating to 800 C. Based on experimental evidence, the structure of this polymeric material is thought to be rather irregular, with most of the carbon atoms being of sp2 type and localized domains of π conjugation.

History
Cyanogen was first synthesized in 1815 by Joseph Louis Gay-Lussac, who determined its empirical formula and named it. Gay-Lussac coined the word "cyanogène" from the Greek words κυανός (kyanos, blue) and γεννάω (gennao, I create), because cyanide was first isolated by the Swedish chemist Carl Wilhelm Scheele from the pigment "Prussian blue". It attained importance with the growth of the fertilizer industry in the late 19th century and remains an important intermediate in the production of many fertilizers. It is also used as a stabilizer in the production of nitrocellulose.

Cyanogen is commonly found in comets. In 1910 a spectroscopic analysis of Halley's Comet found cyanogen in the comet's tail, which led to public fear that the Earth would be poisoned as it passed through the tail. People in New York wore gas masks, and merchants sold quack-treatment "comet pills" claimed to neutralise poisoning. Because of the extremely diffuse nature of the tail, there was no effect when the planet passed through it.

Safety
Like other cyanides, cyanogen is very toxic, as it readily undergoes reduction to cyanide, which poisons the cytochrome c oxidase complex, thus interrupting the mitochondrial electron transfer chain. Cyanogen gas is an irritant to the eyes and respiratory system. Inhalation can lead to headache, dizziness, rapid pulse, nausea, vomiting, loss of consciousness, convulsions, and death, depending on exposure. Lethal dose through inhalation typically ranges from 100 to 150 mg.

Cyanogen produces the second-hottest-known natural flame (after carbon subnitride) with a temperature of over 4525 C when it burns in oxygen.

In popular culture
In the Doctor Who serial "The Brain of Morbius" (the 5th serial of season 13), the Doctor synthesizes cyanogen using hydrogen cyanide as a starting material and vents it through a pipe to stop Solon from performing surgery on the brain of Morbius's body.

In Dragnet (1987) Friday (Dan Aykroyd) and Streebek (Tom Hanks) are tracking down the villain who stole "the pseudohalogenic compound cyanogen".

title: Cyanogen


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Isothiocyanate

In organic chemistry, isothiocyanate is a functional group as found in compounds with the formula R\sN\dC\dS. Isothiocyanates are the more common isomers of thiocyanates, which have the formula R\sS\sC\tN.

Occurrence
Many isothiocyanates from plants are produced by enzymatic conversion of metabolites called glucosinolates. A prominent natural isothiocyanate is allyl isothiocyanate, also known as mustard oils.

Cruciferous vegetables, such as bok choy, broccoli, cabbage, cauliflower, kale, and others, are rich sources of glucosinolate precursors of isothiocyanates.

Structure
The N\dC and C\dS distances are 117 and 158 pm. By contrast, in methyl thiocyanate, N\tC and C\sS distances are 116 and 176 pm.

Typical bond angles for C\sN\dC in aryl isothiocyanates are near 165°. Again, the thiocyanate isomers are quite different with C\sS\sC angle near 100°. In both isomers the SCN angle approaches 180°.

Synthesis
Allyl thiocyanate isomerizes to the isothiocyanate:
 * CH2\dCHCH2SCN -> CH2\dCHCH2NCS

Isothiocyanates can be prepared by degradation of dithiocarbamate salts, e.g. induced with lead nitrate. A related method is tosyl chloride-mediated decomposition of dithiocarbamate salts.
 * Synthesis phenylisothiocyanate 1.svg

Isothiocyanates may also be accessed by the fragmentation reactions of 1,4,2-oxathiazoles. This methodology has been applied to a polymer-supported synthesis of isothiocyanates.

Reactions
Isothiocyanates are weak electrophiles, susceptible to hydrolysis. In general, nucleophiles attack at carbon:

Flavor research
Isothiocyanates occur widely in nature and are of interest in food science and medical research. Vegetable foods with characteristic flavors due to isothiocyanates include bok choy, broccoli, cabbage, cauliflower, kale, wasabi, horseradish, mustard, radish, Brussels sprouts, watercress, papaya seeds, nasturtiums, and capers. These species generate isothiocyanates in different proportions, and so have different, but recognizably related, flavors. They are all members of the order Brassicales, which is characterized by the production of glucosinolates, and of the enzyme myrosinase, which acts on glucosinolates to release isothiocyanates.
 * Sinigrin is the precursor to allyl isothiocyanate
 * Glucotropaeolin is the precursor to benzyl isothiocyanate
 * Gluconasturtiin is the precursor to phenethyl isothiocyanate
 * Glucoraphanin is the precursor to sulforaphane

Uses
Phenyl isothiocyanate, is used for amino acid sequencing in the Edman degradation.

Coordination chemistry
Isothiocyanate and its linkage isomer thiocyanate are ligands in coordination chemistry. Thiocyanate is a more common ligand.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Isothiocyanate


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AMC Javelin

The AMC Javelin is an American front-engine, rear-wheel-drive, two-door hardtop automobile manufactured by American Motors Corporation (AMC) across two generations, 1968 through 1970 and 1971 through 1974 model years. The car was positioned and marketed in the pony car market segment.

Styled by Dick Teague, the Javelin was available in a range of trim and engine levels, from economical pony car to muscle car variants. In addition to manufacture in Kenosha, Wisconsin, Javelins were assembled under license in Germany, Mexico, Philippines, Venezuela, as well as Australia – and were marketed globally. American Motors also offered discounts to U.S. military personnel, and cars were taken overseas.

The Javelin won the Trans-Am race series in 1971, 1972, and 1976. The second-generation AMX variant was the first pony car used as a standard vehicle for highway police car duties by an American law enforcement agency.

Development

American Motors' Javelin was the company's entrant into the "pony car" market. The segment was created by the Ford Mustang even if Ford's car was not the first entry. The Javelin's design evolved from two prototype cars named AMX that were shown in AMC's "Project IV" auto show circuit during 1966. One was a fiberglass two-seat "AMX", and the other was a four-seat "AMX II". These offerings reflected the company's strategy to shed its "economy car" image and appeal to a more youthful, performance-oriented market.

Sales of convertibles were dropping, and AMC did not have the resources to design separate fastback and notchback hardtops that were available on the Mustang and the second-generation Plymouth Barracuda, so the AMC styling team led by Dick Teague penned only one body style, "a smooth semi-fastback roofline that helped set Javelin apart from other pony cars."

The Javelin was built on AMC's "junior" (compact) Rambler American platform only as a two-door hardtop model to be a "hip", dashing, affordable pony car, as well as available in muscle car performance versions. "Despite management's insistence on things like good trunk space and rear-seat room, Teague managed to endow the Javelin with what he termed the wet T-shirt look: voluptuous curves with nary a hint of fat."

First generation

The Javelin debuted on 22 August 1967, for the 1968 model year, and the new models were offered for sale from 26 September 1967, with prices starting at $2,743.

The car incorporated several safety innovations, including interior windshield posts that were "the first industry use of fiberglass safety padding", and the flush-mounted paddle-style door handles. To comply with National Highway Traffic Safety Administration (NHTSA) safety standards there were exterior side marker lights, and three-point seat belts and headrests for the front seats. The interior was devoid of bright trim to help reduce glare.

American Motors marketed the Javelin as offering "comfortable packaging with more interior and luggage space than most of its rivals" with adequate leg- and headroom in the back and a trunk capacity of 10.2 cuft. There were no side vent windows. Flow-through ventilation extracted interior air through apertures in the doors controlled by adjustable flap valves at the door armrests' bottom. All Javelins came with thin-shell bucket seats and a fully carpeted interior. The SST model added appearance and comfort features, including reclining front seatbacks with upgraded upholstery, simulated wood-grained door panel trim, a sports-style steering wheel, and bright exterior trim for the drip rail and rocker panel. The Javelin's instruments and controls were set deep in a padded panel in front of the driver, with the rest of the dashboard set well forward and away from the front passenger.

The car's front end had what AMC called a "twin-venturi" look with a recessed honeycomb grille and outboard-mounted headlamps, and matching turn signals were set into the bumper. A pair of simulated air scoops on the hood and the windshield was raked at 59 degrees for a "sporty overall appearance."

Road & Track magazine compared a Javelin favorably to its competitors on its introduction in 1968, describing its "big, heavy, super-powerful engine" as "an asset in such a small vehicle", and the styling as "pleasant". Motor Trend, putting the Javelin at the top of the "sports-personal" category in its annual "Car of the Year" issue, said it was "the most significant achievement for an all-new car" and "the most notable new entry in [its] class."

Available only in a two-door hardtop, body style, the Javelin came in base and more premium SST models. The standard engine was a 232 CID straight-6. Optional were a 290 CID V8 with two-barrel carburetor, and a 343 CID V8 in regular gasoline two-barrel or high-compression premium-fuel four-barrel versions. Racing driver Gordon Johncock said the Javelin had "a nice, all-round blend of features", that it "stacks up as a roomy, comfortable, peppy and handsome example of a so-called "pony car" and that after his road test, he "wanted to take it home."

With the standard straight-six engine, the Javelin cruised at 80 mph when equipped with an automatic transmission. In comparison, those with the base 290 CID V8 had a top speed of 100 mph. A three-speed "Shift-Command" automatic transmission was optional with a center console-mounted gear selector. Forward settings included "1", "2", and a "D" mode that was fully automatic, and the driver could choose to shift manually through all three gears.

The optional "Go Package" included a four-barrel carbureted 343 CID AMC V8, power front disc brakes, heavy-duty suspension, dual exhausts with chromed outlets, broad full-length body-side stripes, and E70x14 red-line tires mounted on chrome-plated "Magnum 500" styled road wheels. A 343 Go Pac Javelin could accelerate from 0 to 60 mph in 8 seconds, had a top speed approaching 120 mph, and could run a quarter-mile in 15.4 seconds. The largest engine in the first few months of 1968 production was "a 5.6 litre V-8 that delivered 284 SAE bhp, which made the car dangerously fast."

In mid-1968, the new 390 CID engine was offered as part of the "Go-package" option with a floor-mounted automatic or manual four-speed transmission. "Its impressive 315 hp and 425 lb.ft of torque could send the Javelin from zero to 60 mph in the seven-second range."

American Motors supported the AMX and the Javelin muscle versions with a range of factory-approved "Group 19" dealer-installed performance accessories. These parts included, among others, dual four-barrel cross-ram intake manifolds, high-performance camshaft kits, needle-bearing roller rocker arms, and dual-point ignition.

The average age of the "first 1,000 Javelin buyers was 29 – a full ten years under the median for all AMC customers." The Javelin's marketing campaign, created by Mary Wells Lawrence of the Wells, Rich, and Greene agency was innovative and daring in its approach. Print and TV advertisements broke with the traditional convention of not attacking the competition, and some compared the AMC Javelin to the Ford Mustang side by side, as well as showing the Mustang being beaten to pieces with sledgehammers.

The car was longer and roomier than the Ford Mustang and Chevrolet Camaro, but not the size of the larger Plymouth Barracuda. Comparison testing of six 1968 pony cars by Car and Driver described the Javelin as having "a clean understated appearance that is not marred by phony vents, power bulges, mounds or bizarre sculpturing of whatever variety. The Javelin is an honest-looking car with a dramatic flair."

Total production for the 1968 model year was 55,125.

1969

Minor changes for the second model year included revised side striping, an altered grille with a bull's eye emblem, and trim upgrades. An optional side-stripe package consisted of a C-shaped graphic that started behind the front wheel openings. The optional (standard with the "Go-Package") five-spoke Magnum 500 steel road wheels now came with a stainless steel trim ring. The interior received new door panels and upgraded carpeting. Instrumentation featured a 0–8,000 rpm tachometer that now matched the speedometer in style. Late model-year production received a cowl over the instrument panel directly before the driver.

The "Mod Javelin" Package was introduced mid-year in 1969. It included a "Craig Breedlove" roof-mounted spoiler, simulated "exhaust" rocker trim, and twin blacked-out simulated air scoops on the hood. Optional "Big Bad" paint (neon brilliant blue, orange, or green) also became available from mid-1969. It came with matching front and rear painted bumpers, as well as two vertical rubber-faced painted bumper guards for the rear and a bright lower grille molding on the painted front bumper. This was part of AMC's targeting youthful consumers as they were "dumping the drab." These bright colors were available on all Javelins through 1970.

The Go-Package option was available with the four-barrel 343 or 390 engines and continued to include disc brakes, "Twin-Grip" (limited slip) differential, red-line performance E70x14 tires on "Magnum 500" styled wheels, heavy-duty suspension with thicker sway-bars, and other enhancements. Starting in January 1969, the four-speed manual transmissions included a Hurst floor shifter (AMC's version of the Hurst Competition Plus model) to provide shorter throws between gears and make it feel firmer and more solid.

The production total for the 1969 model year was 40,675.

Racing

American Motors entered the Javelin in dragstrip and Trans-Am Series racing.

Carl Chakmakian was the primary contact for the AMC racing program. In 1968, AMC contracted Kaplan Engineering (Ron Kaplan and Jim Jeffords) to campaign two AMC Javelins in the SCCA's Trans-Am series. For the 1968 season, three cars were prepared: two for racing and one for shows and demonstrations.

The first year of the AMC program was a success; journalists described the team as a "Cinderella" team. American Motors placed third in the over-2-liter class of the 1968 series, and established a record as the only factory entry to finish every Trans-Am race entered.

During the 1968 season, the team consistently improved and suffered only one "did not finish" (DNF) because of an engine problem. The race program was supporting a company with no performance parts, test facility, or technical support for the program. Production cars Javelins had no anti-dive potential built into the uni-body and only single-barrel carburetor manifolds.

The team's performance in 1968 was due to the efforts of Kaplan, his staff, and help from other West Coast manufacturers. Kaplan set out to resolve handling problems and fix engine oiling problems. Mid-season, he also started the development of a dual-carburetor cross-ram manifold and (looking ahead) a new engine casting.

The development of the Watt's linkage rear suspension came first. The front anti-dive geometry followed quickly. Kaplan copied the basic design of the inner fender components from a Mustang. He added two more degrees of anti-dive to the Mustang's 4 degrees, made the drawings, and sent them to the factory. Central Stamping constructed the parts that Kaplan incorporated into the cars as bodies in white. Other suspension parts were acquired through specialty manufacturers.

The building of reliable and powerful engines took more time. The team started the 1968 season with two engines from TRACO. They worked to resolve oiling issues and develop as much power as possible; the single-carb layout and the basic two-bolt-main block were limitations. Kaplan went to Vic Edelbrock to develop a cross-ram manifold. Champion spark plugs provided their dyno room.

Towards the end of 1968, Kaplan enlisted help from Dan Byer, a retired engineer from AMC, to develop a new block casting. Using AMC 390 engineering drawings, they added more mass for four-bolt mains and improved the oiling system. A run of 50 blocks was contracted to Central Foundries in Windsor, Ontario. Because this was a small run, and there was little factory support, it fell to Kaplan and his staff to clean up the blocks from the sand casting, hone the various passages, and, finally, send them to AMC's "Parts Central" in Kenosha. From there, they could draw on the inventory. The blocks were painted bright orange. Kaplan drew on about 12 special castings during the development program, two sold to customers.

Kaplan's preparations included shaving the deck on the new block by about 5/8-inch and heavily modifying the ports. The new cross-ram manifold was installed, and Kaplan would add his specifically designed pistons, a shorter throw crankshaft, and a new camshaft. While a few engines were lost during testing, the design proved reliable.

In the intervening period, AMC replaced Kaplan's race program contact with two new men (Chris Schoenlip and John Voelbel from Lever Brothers, who still needed to gain experience in the automotive field and racing. The two new employees did not enter the parts into the official AMC parts system and submit homologation papers. Kaplan sent the first car to run at the first race of the 1969 season in Jackson, Michigan. It was one of the older 1968 cars with a new engine, but because they were late and had not qualified, the team had to do some consensus-building among the other racers to permit them to enter. When the SCCA agreed to let them run, they started last, but within ten laps, they were chasing Donohue, and the time differential was narrowing rapidly. After the race, the SCCA asked to see the engine, but he had already sent the cars home. At Lime Rock, the SCCA wanted to tear down the engines before they could start the race. Kaplan bought some time by countering the challenge that they also had to tear down the Camaros and Mustangs. That was not going to happen, so they were allowed to run. However, problems with the SCCA would continue until the parts could be homologated. AMC eventually assigned a part number.

For 1969, the season began with Ron Grable (#4) and John Martin (#3). This time, it was Martin who was released mid-season. Jerry Grant replaced him in the No. 3 car.

At this point, Kaplan approached AMC management and proposed modifying the concept behind the 1969 contract. He suggested that AMC should not compete in the actual races since the new engines were not recognized and the old engines needed to be competitive. Kaplan suggested that they instead go to the tracks on the subsequent Mondays and run a developmental program using Sunday's winning times as the benchmark. AMC disagreed, and Kaplan ran the year with the engines on hand. The results could have been better because the older-style engines were not competitive. There were also budget cuts.

After the final race at Riverside, Kaplan dropped all of AMC's material at their zone office in El Segundo, California, and took a month to think about the following year. When he returned, he found that a deal was made with Roger Penske.

Penske picked up the team cars and equipment from the El Segundo offices and shipped everything back to his shop in Pennsylvania. Through the fall of 1969 and into the winter, Penske used the no. 3 Jerry Grant car for developmental purposes. When he acquired the 1969 cars, Penske found that Ron Kaplan had already done considerable work with suspension, but he felt the front suspension could be better. With Mark Donohue doing the testing, Penske's team lowered the front of the car and replaced the rubber bushings in the radius rods with heim joints. New roll bars were also developed. After several months of development, Donohue felt the team now had a car that drove like it was on rails.

At this point, Penske built all-new cars for his team and sold all the earlier Kaplan cars and equipment. Mark Donohue was in charge of selling off the inventory.

1970
The 1970 Javelins were a one-year-only design featuring a new front-end design with a broad "twin-venturi" front grille incorporating the headlamps, a new bumper design without air intakes, smooth front fender extensions, and a longer hood in standard smooth version with twin rectangular stripped bright trim pieces or with a prominent center bulge with non-functional dual air intake trim or a functional Ram Air system with the Go-Package. The previous taillamps with side fender lenses, dual backup lamps, and a center reflector with a Javelin emblem were replaced with full-width lenses, a single central backup light, and the Javelin emblem moved to the right corner of the trunk lid. The side marker light design, now shared by other AMC cars, was more prominent and rectangular, with reflector sections in amber at the front or red at the rear. The exterior rearview mirror featured a new "aero" design. The housing was chrome or matched the car's body color. The three "Big Bad" exterior paints continued to be optional on the 1970 Javelins, but they now came with regular chrome front and rear bumpers.

A new front suspension featured ball joints, upper and lower control arms, coil springs, shock absorbers above the upper control arms, and trailing struts on the lower control arms. The 1970 Javelins also introduced Corning's new safety glass, which was thinner and lighter than standard laminated windshields. This unique glass featured a chemically hardened outer layer. It was produced in Blacksburg, Virginia, in a refitted plant that included tempering, ion exchange, and "fusion process" in new furnaces that Corning had developed to be able to supply to the big automakers.

American Motors changed the engine lineup for 1970 models by introducing two new V8 engines: a base 304 CID and an optional 360 CID to replace the 290 and the 343 versions. The top optional 390 CID continued. However, it was upgraded with new cylinder heads featuring 51 cc combustion chambers and a single 4-barrel Autolite 4300 carburetor, increasing power to 325 bhp at 5000 rpm and maximum torque of 425 lbft at 3200 rpm. The engine's code remained "X" on the vehicle identification number (VIN). Also new was the "power blister" hood, featuring two large openings as part of a functional cold ram-air induction system; this was included with the "Go Package" option.

Many buyers selected the "Go Package," with the 360 or 390 four-barrel V8 engines. As in prior years, this package included front disc brakes, a dual exhaust system, heavy-duty suspension with an anti-sway bar, improved cooling, 3.54 rear axle ratio, and wide Goodyear white-lettered performance tires on styled road wheels.

The interior for 1970 was also a one-year design featuring a broad dashboard (with a wood-grained overlay on SST models), new center console, revised interior door panel trim, and tall "clamshell" bucket seats with integral headrests available in vinyl, corduroy, or optional leather upholstery. A new two-spoke steering wheel with a "Rim Blow" horn was optional. Console-mounted automatic transmissions featured a new "pistol-grip" shifter.

A comparison road test of four 1970 pony cars by Popular Science described the Javelin's interior as the roomiest with good visibility except for small blind spots in the right rear quarter and over the large hood scoop, while also offering the most trunk capacity of all, measuring 10.2 cuft. It was a close second to the Camaro in terms of ride comfort, while the 360 CID engine offered "terrific torque." The Javelin with the four-speed manual transmission was also the quickest of the cars tested, reaching 0 to 60 mph in 6.8 seconds.

Capitalizing on the Javelin's successes on the race track, AMC began advertising and promoting unique models.

Mark Donohue Javelin
The "Mark Donohue Javelin" was built to homologate the Donohue-designed rear ducktail spoiler. A total of 2,501 SST trim versions were made with the rear spoiler featuring his signature on the right side. Designed for Trans Am racing, the rules required factory production of 2,500 cars equipped with parts used for racing. The original plan was to have all Donohue Javelins built in SST trim with the unique spoiler, as well as the "Go Package" with Ram Air hood, a choice of a four-speed or automatic transmission on the floor, and a 360 CID engine with thicker webbing that allowed it to have four-bolt mains. Ultimately, the factory fitted the cars with the standard 360 or 390 engines. The Javelins could be ordered in any color (including "Big Bad" exteriors), upholstery, and any combination of extra-cost options.

American Motors did not include any specific identification (VIN code or door tag, other than the factory-printed window sticker and dealer documentation) to discern them. The "Mark Donohue Ducktail Spoiler" is itemized as a separate $58.30 option separately from the "Go Package" and other equipment on the Monroney sticker. Moreover, some Donohue Javalins cars came through with significant differences in equipment from the factory, while some dealers made their versions. This makes it easy to replicate and correspondingly difficult to authenticate a "real" Mark Donohue Javelin.

Trans-Am Javelin

American Motors celebrated the heroic achievements of its Trans Am series racing by making an estimated one hundred "Trans-Am" versions. These Javelins replicated the appearance of the race cars prepared by Ronnie Kaplan. They were not stripped racecar reversions, but designed for the street by including features such as such as comfortable seating and power-assisted steering and front disc brakes. All "Trans-Am" factory-built Javelins included the 390 CID V8 engine with heavy-duty and performance features along with the front and rear spoilers, and were also painted in AMC racing team's distinctive Matador Red, Frost White, and Commodore Blue "hash" paint livery.

The Trans Am Javelin had a significant advantage because of its 2850 lb weight, versus the 3060 lb Chevrolet Camaro and the Ford Mustang scaling up to 3442 lb. The Javelin was one of the lightest racing competitors, and "since everything was paired perfectly, a nimble performance car that could rule the streets, just like it did on the Trans Am racing circuit." Marketed to promote AMC's successes in SCCA racing, the Trans-Am Javelin's retail price was $3,995.

Racing
One of the biggest surprises of the 1970 motorsports season was the announcement that Penske Racing had taken over the AMC Javelin program, thus leaving the Camaro Trans-Am program to Jim Hall. American Motors hired Roger Penske and driver Mark Donohue to seriously campaign Javelins in SCCA Trans-Am Series. This coincided with the change in the Trans-Am rulebook allowing manufacturers to de-stroke pre-existing corporate engines, so AMC's 390 CID was used as the starting point to meet the 5 L displacement rule that was still in place. The team included former Shelby chassis engineer Chuck Cantwell and a clockwork pit crew. The two-car Javelin effort provided the Bud Moore Ford Boss 302 Mustangs their "closest competition." AMC finished in second place in the Over 2-liter class of the 1970 series.

The strong participation by AMC in Trans-Am and drag racing served to enhance its image, and notable was that its motorsports efforts were achieved on a shoestring budget with the automaker racking up a respectable number of points against its giant competitors. For example, with an estimated 4.5 million participants and 6 million spectators, drag racing was the fastest-growing segment of motorsport in the U.S. The marketing strategy was to appeal to buyers who otherwise would not give AMC a second glance.

Second generation
The AMC Javelin was restyled for the 1971 model year. It followed the pony market segment trend to "bigger, beefier vehicles." The "1980-looking Javelin" design was purposely made to give the sporty car "individuality ... even at the risk of scaring some people off." Chuck Mashigan headed the redesign. The Javelin's long hood sloped downward at the front, the front fenders included raised blisters over the wheels, the rear fenders were flared, and the roof included "twin canopy" recesses, thus "endowing it with the appearance of an expensive European exotic."

The second generation looked much larger than the previous Javelins. Wheelbase was increased by 1 in to 110 in. However, height was dropped by 1.08 in, and the most significant difference was in the 3.31 in width increase that was accompanied by a 3.31 in wider rear track, thus "improving both looks and handling."

The indicated engine power outputs also changed from those advertised through 1971, to more realistic calculations starting in 1972. The actual power output of the engine remained the same. Still, the U.S. automobile industry followed the SAE horsepower rating method that changed from "gross" in 1971 and prior years to "net" in 1972 and later years.

1971
The second generation AMC Javelin design incorporated an integral roof spoiler and sculpted fender bulges. The new body departed from the gentle, tucked-in look of the original.

The media noted the revised front fenders (originally designed to accommodate oversized racing tires) that "bulge up as well as out on this personal sporty car, borrowing lines from the much more expensive Corvette." The new design also featured an "intricate injection molded grille."

The car's dashboard was asymmetrical, with "functional instrument gauges that wrap around you with cockpit efficiency". The dashboard design continued to the driver's door panel. Toggle switches for the lights, wipers, and other controls were positioned in front of the driver while the radio was to the right, and the center section housed the climate controls and the ashtray.

The Javelins provided a choice of engines and transmissions that included a 232 CID I6 up to the 401 CID V8 with a single four-barrel carburetor and high compression ratio of 9.5:1 rated at 330 bhp at 5000 rpm and 430 lbft at 3400 rpm of torque with a forged steel crankshaft and connecting rods engineered to withstand 8000 rpm. The BorgWarner T-10 four-speed manual transmission came with a Hurst floor shifter.

Three models were available: the base Javelin, SST, and AMX. Starting with the 1971 model year, the AMX was no longer a separate two-seater line. It evolved into a premium high-performance edition of the Javelin. The base version included vinyl upholstered bucket seats in four colors, full carpeting, molded door panels with integral armrests, and full-length body side pinstripes. The SST model included additional bright moldings and full-wheel covers. The interior featured upgraded upholstery, simulated burled walnut trim in the dashboard and door panels, a "rim-blow" sports steering wheel, and other enhancements. In addition to the standard 360 CID V8 engine, the AMX included engine-turned interior trim, sports console, dual outside rearview mirrors, rear spoiler, 14x6-inch spoke-style wheels with E70x14 fiberglass belted tires with raised white letters, a heavy-duty clutch, and a unique grille. The only tire upgrade for the AMX was E60x15 raised while letters with 15-inch "slot-style wheels.

The new Javelin-AMX incorporated several racing modifications, and AMC advertised it as "the closest thing you can buy to a Trans-Am champion". The car had a fiberglass full-width cowl induction hood, as well as spoilers front and rear for high-speed traction. Testing at the Ontario Motor Speedway by the Penske Racing Team recorded that the 1971 Javelin AMX's rear spoiler added 100 lb of downforce. Mark Donohue also advised AMC to make the AMX's grille flush for improved airflow. Thus, the performance model received a stainless steel mesh screen over the standard Javelin's deep openings.

The performance-upgrade "Go Package" provided the choice of a 360 or 401 4-barrel engine and included "Rally-Pac" instruments, a handling package for the suspension, "Twin-Grip" limited-slip differential, heavy-duty cooling, power-assisted disc brakes, white-letter E60x15 Goodyear Polyglas tires (on 15x7-inch styled slotted steel wheels) used on the Rebel Machine, a T-stripe hood decal, and a blacked-out rear taillight panel.

The 3244 lb 1971 Javelin AMX with a 401 CID V8 ran the quarter-mile in the mid-14 second range at 93 mph on low-lead, low-octane gas.

1972
The 1972 model year AMC Javelins featured a new "egg crate" front grille design with a similar pattern repeated on the chrome overlay over the full-width taillights. The AMX version continued with the flush grille. A total of 15 exterior colors were offered with optional side stripes.

To consolidate the product offering, reduce production costs, and offer more value to consumers, the 1972 AMC Javelins were equipped with more standard comfort and convenience items. The base model was discontinued. Engine power ratings were downgraded to the more accurate Society of Automotive Engineers (SAE) net horsepower figures. Automatic transmissions were now the TorqueFlite units sourced from Chrysler, called "Torque-Command" by AMC.

American Motors achieved record sales in 1972 by focusing on quality and including an innovative warranty called the "Buyer Protection Plan" to back its products. This was the first time an automaker promised to repair anything wrong with the car (except for tires) for one year or 12000 mi. Owners were provided with a toll-free telephone number to AMC, as well as a complimentary loaner car if a repair to their vehicle took more than a day.

By this time, the pony car market segment was declining in popularity. One commentator has said that "[d]espite the Javelin's "great lines and commendable road performance, it never quite matched the competition in the sales arena ... primarily because the small independent auto maker did not have the reputation and/or clout to compete with GM, Ford, and Chrysler".

Pierre Cardin
During the 1972 and 1973 model years, a total of 4,152 Javelins were produced with optional interior design by fashion designer Pierre Cardin. The official on-sale date was 1 March 1972. The design features pleated red, plum, white, and silver stripes on a black background. Six multi-colored stripes in a nylon fabric with a stain-resistant silicone finish go from the front seats, up the doors, onto the headliner, and down to the rear seats. Chatham Mills produced the fabric for the seat faces. Cardin's crest appeared on the front fenders. MSRP of the option was $84.95. A 2007 magazine article described the design as the "most daring and outlandish" of its kind.

1973
The 1973 model year Javelins incorporated several updates, most noticeably in the design of the taillights and grille, although the AMX grille remained the same. While all other AMC models had bumpers with telescopic shock absorbers, the Javelin and AMX were fitted with a non-telescopic design that had two rigid rubber guards. These allowed the cars to withstand a 5 mph front and 2.5 mph rear impacts without damage to the engine, lights, and safety equipment. The doors were also made stronger to comply with new U.S. National Highway Traffic Safety Administration (NHTSA) safety standards that they withstand 2500 lb of impact for the first 6 in of crush. The "twin-cove" indentations were eliminated from the Javelin's roof and a full vinyl top was made available. The 1970–1972 "Turtle Back" front seats were replaced by a slimmer, lighter, and more comfortable design that provided more legroom for rear-seat passengers. The SST model was dropped, and the car was now called Javelin.

All engines incorporated new emissions controls. The 1973 401 CID V8 was rated at net 255 hp and achieved 0 to 60 mph acceleration in 7.7 seconds with a top speed of 115.53 mph, despite the Javelin's four-place size and weight. Performance figures conducted by Road Test magazine of a 1973 Javelin SST with the 401 CID 4-barrel V8 engine and four-speed manual transmission resulted in "respectable" quarter-mile (402 m) dragstrip runs of 15.5 seconds at 91 mph.

American Motors continued its comprehensive "Buyer Protection" extended warranty on all 1973 models that now covered food and lodging expenses of up to $150 should a car require overnight repairs when the owner is more than 100 mi away from home. The automaker promoted improved product quality with an advertising campaign that emphasized, "We back them better because we build them better". Profits for the year achieved a record high.

Javelin production for the 1973 model year totaled 30,902 units, including 5,707 AMX units.

Trans Am Victory edition
Javelins driven in the Trans-Am captured the racing title for American Motors in both the 1971 and 1972 seasons. The back-to-back SCCA championships with specially prepared race cars were celebrated by AMC by offering a limited run of "Trans Am Victory" edition 1973 Javelins. The package was available on cars built from October to 15 December 1972, on any Javelin SST, except with the Cardin interior. A single magazine advertisement, featuring the winning race drivers George Follmer and Roy Woods, promoted the special package.

These cars came packaged with an additional cost optional visibility group, light group, insulation group, protection group, and sports-style steering wheel, but also received at no additional cost (but valued at $167.45) three other features—large "Javelin Winner Trans Am Championship 1971–1972 SCCA" fender decals on the lower portion behind the front wheel openings, 8-slot rally styled steel wheels with E70x14 Polyglass raised white letter tires and a "Space-Saver" spare tire. The Trans Am Victory cars were also typically pre-built, even more "heavily optioned than regular production Javelins." American Motors designed a quick identification system of its models by an information-rich Vehicle Identification Number (VIN) system. However, because this was only a limited promotional "value added" marketing campaign, except as noted on the original window sticker, there is no VIN or door tag code to distinguish an authentic Trans Am-Victory edition car.

1974
The 1974 model year AMC Javelins included upgraded front and rear bumpers with standard bumper guards. An optional enlarged bumper guard system was required in California, Georgia, Maryland, and North Carolina. Front disc brakes became standard equipment while radial tires became optional. The functional cowl-induction fiberglass hood that was previously part of the 'Go Package' of performance options was no longer available for 1974, tho its non-functional twin remained the standard hood on Javelin-AMX versions. Some very-late-production Javelin-AMXs came with the base, flat steel hoods when inventory of the cowled hoods ran out. Engines featured induction-hardened exhaust valve seats, and all could use regular, low-lead, or no-lead gasoline. The output of the 401 CID V8 dropped by 20 hp.

A new seatbelt interlock system prevented the car from being started if the driver and a front passenger were unbuckled. Lawmakers repealed this safety feature due to public opposition.

By 1974, the automobile marketplace had changed. Mid-year, Chrysler abandoned the pony car market. Whereas Ford replaced its original Mustang with a smaller four-cylinder version, and other pony car manufacturers also downsized engines, the Javelin's big engine option continued until the production of the model ended in October/November 1974 amidst the Arab oil embargo and overall declining interest in high-performance vehicles.

The 1974 AMX did not do as well in the marketplace compared to the new Camaro, Firebird, and the downsized Mustang II – all of which saw increased sales. Javelin production meanwhile reached a second-generation high of 27,696 units. Out of that total number, a total of 4,980 Javelin-AMX models were produced for the final model year.

Several factors led to the demise of the Javelin model, not the least of which was the economic climate of the time. While the 1974 model was exempt from stricter 1974 bumper standards, AMC estimated it would take $12 million in engineering and design work to revise the bumpers to meet the 1975 standards.

American Motors also introduced the all-new 1974 Matador coupe, described by Popular Mechanics as "smooth and slippery and actually competes with the Javelin for "boss" muscle-car styling". The automaker also needed a manufacturing line to build its all-new AMC Pacer. Nevertheless, more cars were built during the final year of Javelin production than the prior second-generation years, with 27,696 units built, of which 4,980 (about 15 percent) were Javelin AMX models.

Racing
Racing AMC Javelin versions competed successfully in the Trans-Am Series with the Penske Racing/Mark Donohue team, as well as with the Roy Woods ARA team sponsored by American Motors Dealers. The Javelin won the Trans-Am title in 1971, 1972, and 1976. Drivers included George Follmer and Mark Donohue.

One Javelin race car had the distinction of having different sponsors and being piloted by Mark Donohue, Vic Elford, George Follmer, Peter Revson, and Roy Woods. This Javelin began as a 1970 model, but was updated with the exterior body design of 1971 versions. The race car is now restored to its 1972 livery and is driven at Vintage Trans-Am events.

Jim Richards raced a Javelin AMX in the Touring Car Masters in Australia, coming second in the overall 2012 series. He earned second place in the 2015 Touring Car Masters (Pro Masters Class) Series.

Police
Alabama faced a budget shortfal in 1971 and could not purchase a fleet of the full-sized Fords the state troopers were accustomed to. To find a more suitable and lower-priced alternative to the traditional large-sized police cruisers, the Alabama Department of Public Safety (ADPS) first took a basic 304 CID V8 as a test vehicle, found its power lacking, then sampled a vinyl roofed AMX with a 401 CID engine from the local dealer, Reinhart AMC in Montgomery. The Javelin AMX version went through the trooper reviews and became "the most abused police car in the history of Alabama." The car was eventually donated to the ADPS by Reinhardt Motors.

Law enforcement vehicles were typically full-sized sedans and could not keep up with speeders. The Javelins equipped with the 401 CID engine proved their performance, and beginning in 1971, the Alabama Highway Patrol used them for pursuit and high-speed response calls.

The 132 Javelins purchased between 1971 and 1972 were the first pony cars used as regular highway patrol police cars by any U.S. law-enforcement organization. The bid price was $3,047 for the 1971 police cruisers, and $3,242 for the 1972 model year versions.

The 1971 cars were base model Javelins with the fleet-service 401 CID four-barrel dual-exhaust V8 that was available in the full-sized Ambassadors with police-package and cast-iron Borg-Warner three-speed automatic transmission. The cars did not have the complete "Go-Package" equipment leaving out the cowl-induction hood, limited-slip differential, and its 3.91 ratio. The cars included a rear spoiler, power disk brakes, power steering, air conditioning, heavy-duty suspension, three-core radiator, "Rally" instruments with the 140 mph speedometer, and E60x15 Polyglass tires on "Machine" wheels, and 2.97 rear axle ratio. Changes with the 1972 Javelins included AMC's switch to the Chrysler TorueFlite transmissions, eight-slot road wheels replaced the "Machine" design, and all cars were SST models because the base version was no longer available.

The ADPS added decals, a beacon, a siren, and a police radio. Archives document high-speed chases in which high-performance car drivers had to surrender to the ADPS Javelins. The cars were powerful. Their lightweight with the 2.87 rear axle ratio contributed to top speeds of over 150 mph.

Most of the ADPS Javelins were in service until June 1974. The last of ADPS Javelins was retired in 1979. One of the original cars is now part of the Museum at ADPS Headquarters.

International markets
American Motors was active in foreign markets via exports of complete cars as well as joint ventures and partner companies to assemble knock-down versions of its vehicles.

Australia

Australian Motor Industries (AMI) assembled right hand drive versions of both the first- and second-generation Javelin models in Victoria, Australia, from Knock-down kits. The right-hand drive dash, the interior, and soft trim, as well as other components, were locally manufactured and differed from the U.S. originals. The cars were marketed under the historic Rambler name. The AMI Rambler Javelins were the only American "muscle cars" of that era to be sold new in Australia. The Australian Javelins came with top trim and features that included the 343 CID 280 bhp V8 engine, three-speed "Shift Command" automatic transmission, and "Twin Grip" limited-slip rear differential. They were more expensive, had more power, and provided more luxury than the contemporary Holden Monaro.

The first generation Javelin sold for AU$7,495 in comparison to rival models, the Holden HK Monaro GTS, which sold for AU$3,790, and the Ford XT Falcon GT, which sold for AU$4,200. Sales were low, and AMI production ceased after 1972, with a total of 258 models built between 1968 and 1972.

From 1964, Rambler sales for New South Wales were managed by Sydney company Grenville Motors Pty Ltd, the State distributor of Rover and Land Rover. Grenville controlled a network of Sydney and country NSW dealers in direct communication with AMI. Australian-assembled AMC vehicles were otherwise sold in all States by independent distributors.

France
Renault had formerly assembled AMC vehicles until 1967. After Renault ceased production, the AMC Javelin was imported into France by Jacques Poch. They were also the official French importer-distributor of auto brands Škoda and Lada in Neuilly, and one of the two largest private importers of foreign automobiles in France. As with all export markets, the Javelin was marketed in France as "Rambler."

Germany
American Motors had an agreement with the importer and distributor of Jaguar and Aston Martin cars, Peter Lindner of Frankfurt am Main, to be the exclusive importer of AMC cars into West Germany and offered seven models in the marketplace.

Additionally, Javelins were built for the European market. The car was displayed on the Karmann stand at the 1968 Paris Motor Show in October. The German coach builder, known for the Volkswagen Karmann Ghia and VW Beetle convertibles, assembled 280 complete knock down (CKD) Javelins between 1968 and 1970 that were marketed in Europe. This was a significant business relationship because the Javelin was a completely American-designed car that was made in Germany. The Javelins carried the 79-K model name and a 79-K diecast emblem on the C-pillars, with K representing Karmann and 79 was the AMC body style designation. The cars had Karmann serial numbers stamped on a metal plate attached to the firewall rather than AMC Vehicle identification numbers.

The "Javelin 79-K" could be ordered with the 232 CID I6, 290 CID 2-barrel, or 343 CID 4-barrel V8 engines. Transmissions for the six were a three-speed manual on the floor or an optional automatic on the column, the 290 V8 had the standard manual or optional console-mounted automatic, while the 343 V8 came only with the center console automatic transmission. Thirteen cars were delivered with the 3-speed manual transmission. About 90% of the parts and components came in crates from the United States. The speedometers were in "km/h" and the headlights were European specification Karmann supplied the interior upholstery and paint. A choice of six colors was available: White, Cherry Red, Bahama Yellow, Pacific Blue, Bristol Grey, and Irish Green. At Karmann's facility in Rheine, the cars were assembled, painted, and test-driven before shipment to customers.

Mexico
Vehículos Automotores Mexicanos (VAM) assembled Javelins in Mexico under license and partial ownership (40% equity share) by AMC from 1968 through 1973. The VAM versions were equipped with different, locally made components, trim, and interiors compared to the equivalent AMC-made models. The Mexican-built Javelins came in only one version. They had more standard equipment compared to U.S. and Canadian models. The Javelin was the first VAM model not to carry the Rambler name for Mexico, AMC's case being the Marlin and Ambassador models in 1966.

1968
The Javelin was not introduced in Mexico by VAM until 1 April 1968, making the model a "1968 and a half" similar to the February 1968 debut of the two-seat AMX. The Javelin represented the third line within VAM's product mix for the first time and the first regular production high-end sports-oriented model. It would eventually become the only AMC muscle car marketed in Mexico. Other AMC muscle cars were equivalents built by VAM or as special editions, such as the 1979 American 06/S taking the place of the 1971 Hornet SC/360, the 1972 Classic Brougham hardtop taking the place of the 1970 Rebel Machine, and the 1971 Matador Machine plus the 1969 Shelby Rambler Go Pack the place of the 1969 Hurst SC/Rambler. The Javelin introduced many firsts for VAM, such as a standard four-speed manual transmission and the option for the first time in a regular production model of a three-speed automatic transmission. These transmissions were available in the Javelin, and all came with floor-mounted shifters, just like the two-seater AMX. Cars with the automatic included a center console with a locking compartment and power drum brakes at no extra cost.

The 1968 VAM Javelin featured the 155 hp, 8.5:1 compression ratio 232 CID I6 engine with a two-barrel Carter WCD carburetor, a 3.54:1 rear differential gear ratio, 12-inch heavy-duty clutch, manual four-wheel drum brakes, quick-ratio manual steering, electric wipers, electric washers, 8,000 RPM tachometer, 200 km/h speedometer, AM radio, cigarette lighter, front ashtray, locking glove box, courtesy lights, day-night rearview mirror, padded sun visors, two-point front seatbelts, low-back reclining bucket seats, rear ashtray, dual C-pillar-mounted dome lights, dual coat hooks, sports steering wheel, driver's side remote mirror, side armrests, vinyl door panels with woodgrain accents, bright moldings on top of the doors and rocker panels plus hood and fender extension edges, wheel covers, 7.35x14 tires, protective side moldings, and front fender-mounted Javelin emblems.

The standard trim and features make the VAM Javelin equivalent to the U.S. and Canadian AMC Javelin SST. Factory options included power drum brakes with a manual transmission, power steering, heater, passenger's side remote mirror, remote-controlled driver's side mirror, custom sport wheels, and rear bumper guards. Dealer-installed options included side decals, light group, map pouches, vinyl roof, locking gas cap, license plate frames, mud flaps, AM/FM radio, front disk brakes, heavy-duty adjustable shocks, trunk lid rack, and many others.

A unique dealer-installed option was also VAM's own "Go Pack". This consisted of manual front disk brakes, heavy-duty suspension with front sway bar plus rear torsion and traction bars, aluminum four-barrel intake manifold with four-barrel Carter carburetor, headers with equal-length tubes and dual final outlets, dual exhausts, ported head with larger valves, and heavy-duty springs, 302-degree camshaft, Hurst linkage for the manual transmission, "Rallye Pak" auxiliary gauges on the dashboard (different from AMC's original units), exclusive steering wheel, exclusive dual remote mirrors, and exclusive turbine wheels. The performance upgrades of the Go Pack represented a 40% increase in engine output, making the VAM Javelin far more competitive against its V8 rivals from Ford de México, General Motors de México, and Automex (Chrysler de México).

Despite lacking a V8 engine, the VAM Javelin succeeded in sales and public opinion.

1969
The 1969 VAM Javelins included the previously optional heater, the foot pedals added bright trim, the accelerator was changed into a firewall-mounted unit, a grab strap was added on the passenger's side dashboard above the glove box, and the center cover with the radio speaker grid changed into a woodgrain version. A unique aspect of the 1969 Javelin is that it kept the same gauge configuration as the 1968 models in contrast to AMC's modifications to the Javelin (and AMX) instrument panel for 1969 with a larger 8,000 RPM tach on the right pod, leaving the smaller left pod exclusive for the clock. The VAM Javelins exterior now included a bright trim package with new moldings starting at the corners of the taillights running on the sides to the lower rear corner of the side glass and drip rails, plus all around the rear glass and top edge of the C-pillars. The new Javelins looked more luxurious, even though a factory vinyl roof cover was unavailable. The front fender emblems were relocated to each C-pillar's base and accompanied by red-white-blue bull's eye emblems. A third Javelin emblem was mounted near the lower right corner of the grille. The 1969 model year was also VAM's first self-engineered engine, the 170 hp, 9.5:1 compression ratio 252 CID I6 engine with a two-barrel Carter WCD carburetor and a new VAM-engineered 266-degree camshaft in both standard and Go Pack versions.

1970
The 1970 VAM Javelin followed the AMC redesign. The VAM versions included the same features as their AMC counterparts, but with new wheel cover designs resembling Magnum 500 wheels. Two hood designs were available: a center bulge with two simulated air intakes or a smoother version with two rectangular stripped trim pieces. The functional Ram Air system was unavailable because VAM Javelins did not offer V8 engines.

Changes to the interior included a new collapsible steering column with a built-in ignition switch, an anti-theft lock, and a new three-spoke sports steering wheel with a central bulls-eye emblem. The anti-theft ignition switch was linked to all floor-mounted transmission shifters. The dashboard and center console were redesigned, including full-width woodgrain trim and the three-pod instrumentation. A new shifter was featured with the automatic transmission, and the door panels were revised.

A new front suspension design featured dual control arms and ball joints. All VAM Javelins with four-speed manual transmissions now included a Hurst linkage as factory-installed equipment. It was previously available only with the optional Go Pack package and separately in certain dealerships. A mid-year change replaced the imported Borg-Warner T10 manual transmission with the Querétaro-produced TREMEC (Transmisiones y Equipos Mecánicos) 170-F four-speed model to comply with domestic content requirements.

1971
The year 1971 represented a complete turnaround for VAM. The new Camioneta Rambler American based on the Hornet Sportabout was introduced, the Rambler Classic obtained all features of AMC's new Matador, and the second-generation Javelin was introduced.

On the outside, the VAM Javelin was the same as its redesigned AMC counterpart except for the road wheels, and there were no factory stripes and decals. A unique feature of the second-generation VAM Javelin were round porthole opera windows mounted on the C-pillars installed by some VAM dealerships with or without vinyl roofs.

The standard engine was the new 200 hp, 9.5:1 compression ratio 282 CID I6 engine with Carter ABD two-barrel carburetor. It was VAM's second self-engineered engine, taking the Javelin up to the performance levels of its V8 competition. The Go Pack version of this engine was the most powerful. Two "4.6" emblems on the front fenders identified the new engine. The only other change was a 3.07:1 rear differential gear ratio for cars with automatic transmissions.

The interior featured all-new, non-reclining high-back bucket seats with embossed "J" emblems on the seatbacks and on the center of the rear seatback. The dashboard included woodgrain overlays, and the instrument cluster differed from the AMC Javelins. The right pod housed a clock and tachometer hybrid with the same design and appearance as the US Rallye Pak units, except that it was designed for six-cylinder engines. The center pod had a 240 km/h speedometer, a range that put it on par as an equivalent to AMC's 140 mph unit of the Rallye Pak, but the colors, graphics, and typography of the dial were the same as the standard gauges. This created a high contrast between the speedometer and the clock/tack hybrid. The pod on the left contained fuel and water temperature gauges. Warning lights were for oil pressure and ammeter. Following the AMC Javelins, the VAM versions featured a single dome light at the center of the headliner and a new brake pedal design for cars with automatic transmissions.

1972
All the quality and engineering upgrades and revisions incorporated into AMC cars for 1972 were also present in the vehicles built in Mexico. The 1972 VAM Javelin saw considerable improvements in performance and sportiness. Heavy-duty springs and shocks, along with the front sway bar, became standard equipment, as well as power front disk brakes and steering. Cars equipped with the four-speed manual transmission changed to a 3.31:1 rear ratio and included a center console with a locking compartment. The "Shift-Command" Borg-Warner automatic transmissions were replaced by the new "Torque Command" Chrysler-built A998 TorqueFlite.

The 1972 VAM Javelins followed the AMC versions' rectangular grid front grille and the matching chromed taillamp overlay. For the first time, the exterior included factory stripe designs. The interior saw new seat patterns and a new three-spoke sports steering wheel with an "American Motors" logo on the transparent plastic cap of the horn button. A new steering column design with a built-in safety lever to engage the steering lock came, while the mechanism blocking the shifter to the ignition switch was discontinued.

1973
For the 1973 model year, the VAM Javelin received cosmetic changes. The car incorporated the new smaller rectangular grille design with integrated rectangular parking lights and mesh grille, open-air vents under the front of the fenders for cooling the brakes, the "TV screen" taillight design with a more prominent central bulls-eye emblem between them, and new original seat patterns. Mechanically, the car was the same as the year before except for a new engine head design with larger valves and independent rockers without a flute-type shaft. Except for the lack of intake porting, these heads were the same units used in the Go Pack engines. These were the most potent VAM Javelins ever made in stock condition. Like the Mexican originals, the second-generation Javelins were not available with cowl induction hoods as the AMC Javelins in any form. This year's sales went down from the previous seasons, and the beginning of engine emission certification scheduled by the Mexican government the following year would take a toll on all high-compression gasoline engines produced in the country. This started to threaten the Javelin and all performance cars made in Mexico. Moreover, the need to add the smaller Gremlin model and the company's perception that the new Matador coupe could take the position as the image builder and enthusiast generator of the marque prompted VAM to discontinue the Javelin at the end of the 1973 model year production, one year before AMC's production of the Javelin ended in the U.S.

Philippines
The Philippines was almost exclusively an American car market until 1941. The post-WWII years saw an influx of European cars entering the market. Despite a saturation of international brands, American Motors Corporation established a presence, and the Rambler Classic and Rambler American were locally assembled in the Philippines by Luzon Machineries, Rizal Avenue, Manila.

Luzon Machineries later assembled the 1968 through 1970 AMC Javelins. The Javelin was one of only two "pony cars" available in the Philippines, the other being the Chevrolet Camaro. The Philippine-assembled Javelin came only with AMC's 258 CID I6 engines due to the national tax restrictions.

In 1970, Luzon Machineries began to end passenger vehicle manufacturing, and only a dozen Javelins were assembled during the final year.

Switzerland
Beginning in 1970, Zurich automotive importer J.H Heller AG began importing the AMC Javelin, the Gremlin, and later the Pacer models. Swiss market vehicles were shipped from AMC's Canadian plant.

United Kingdom
American Motors exported factory right-hand-drive vehicles to the United Kingdom, built at the Brampton plant in Ontario, Canada. These were marketed in the United Kingdom by Rambler Motors (A.M.C.) Ltd in Chiswick, West London. The Chiswick plant had previously assembled Hudson, Essex, and Terraplane vehicles since 1926 and had become a subsidiary of AMC in 1961, after that importing complete AMC vehicles. The Chiswick depot also became the Rambler parts center for the United Kingdom, Europe, and the Middle East. They also kept parts for Hudson and the English-built Austin Metropolitan.

For 1968, the U.K market Javelin was available only in left-hand-drive. From 1969 U.K-market Javelins were exported in factory right-hand-drive.

Venezuela
Constructora Venezolana de Vehículos C.A. of Venezuela was a subsidiary of AMC beginning in 1967. The firm assembled AMC Javelins from 1968 until 1974 in its Caracas, Venezuela facility.

The Venezuelan 1968 Javelin was equipped with the 290 CID V8 engine. In 1969, it came with the 343 CID with automatic or four-speed manual transmission.

For the 1972–1974 (second-generation) Javelins, the only powertrain available for the Venezuelan market was AMC's 360 CID with a 4-barrel carburetor coupled to the Chrysler automatic transmission.

Legacy
The introduction of the Javelin was an "image Buster" and evidence of AMC at work "reinventing itself — from a maker of small, plain economy cars to a full-line automobile manufacturer with a complete range of vehicles." "Over the following six years, the eclectic and polarizing AMC Javelin would go down as one of the most underrated and often underappreciated performance cars in American history."

The Chicago Sun-Times auto editor Dan Jedlicka wrote that the Javelin, which he describes as "beautifully sculpted" and "one of the best-looking cars of the 1960s", is "finally gaining the respect of collectors, along with higher prices." The first generation Javelin has also been described as a "fun and affordable American classic with a rich racing pedigree and style that will always stand out from the omnipresent packs of Ford, General Motors, and Chrysler pony cars." The AMC Javelin does not command the high prices of some other muscle and pony cars. Still, it offers collectors the same style and spirit. The Javelin is among the "highly prized" models among AMC fans. Moreover, in its day, the Javelin sold in respectable numbers, regularly outselling the Plymouth Barracuda and Dodge Challenger popular with collectors today.

The Antique Automobile Club of America (AACA) divides the "muscle" AMC Javelins into two categories: Class 36-e for 1968 and 1969 Javelin base and SST models equipped from the factory with 343 CID 4-barrel or larger V8 engines; and Class 36-j for the 1970 through 1974 Javelin, SST, and AMX models equipped from the factory with 360 CID four-barrel or larger V8 engines. Javelins built with smaller engines compete in the regular AMC classes according to their respective decade of production.

According to estimates from the 2006 Collector Car Price Guide, some of the desirable extras include the V8 engines, particularly the 390 and 401 versions, as well as the "Go" package and distinctive models, including original "Big Bad" paint cars. The 1970 Mark Donohue Javelin is highly desired, with factory original examples commanding price premiums. A fully documented Donohue Javelin scored the most points in the OE Certified judging and earned the 1999 Mopar Muscle-sponsored Best of Show award. The 1971 through 1974 AMX versions also command higher prices, according to several collector price guides. The 1973 Trans Am Victory edition also adds a premium, according to several classic car appraisal listings. However, the distinguishing decal is readily available and has been added to many Javelins. The book Keith Martin's Guide to Car Collecting describes the cars as providing "style, power, nostalgia, and fun by venturing off the beaten path ... these overlooked cars offer great value" and includes the 1971 through 1974 Javelins as one of "nine muscle car sleepers."

Both first- and second-generation Javelins have been modified for more speed, handling, or acceleration. Some have been built as race-legal or race-ready tribute cars or replicas made to resemble AMC's factory-backed Trans-Am racers.

There are active AMC automobile clubs, including owners interested in dragstrip and racing in vintage events, such as the National American Motors Drivers & Racers Association (NAMDRA). The Javelin shared numerous mechanical, body, and trim parts with other AMC models, and there are vendors specializing at AMC shows and swap meets specializing in new old stock (NOS) as well as reproduction components.

A customized 1972 AMC Javelin AMX powered by a "Hellcat" Hemi was prepared for the 2017 Specialty Equipment Market Association SEMA show. The cusomizing company owners had known about a Javelin in their hometown for many years and finally acquired it for this project. The wheelbase was extended 6.5 in by placing the front wheels forward and adding a new carbon fiber front fenders, hood, and grille. The engine is a 6.2-liter Hemi Mopar fitted with a Whipple 4.5-liter supercharger and tuned to Wegner Motorsports to produce 1036 hp. The car was built for Prestone (maker of antifreeze and other fluids) and is called "Defiant".

title: AMC Javelin


text:
Solo (music)

In music, a solo is a piece or a section of a piece played or sung featuring a single performer, who may be performing completely alone or supported by an accompanying instrument such as a piano or organ, a continuo group (in Baroque music), or the rest of a choir, orchestra, band, or other ensemble. Performing a solo is "to solo", and the performer is known as a soloist.

The plural is soli or the anglicised form solos. In some contexts these are interchangeable, but soli tends to be restricted to classical music, and mostly either the solo performers or the solo passages in a single piece. Furthermore, the word soli can be used to refer to a small number of simultaneous parts assigned to single players in an orchestral composition. In the Baroque concerto grosso, the term for such a group of soloists was concertino.

An instrumental solo is often used in popular music during a break or bridge to add interest and variety to a part of the song without lyrics.

18th century
In the Baroque and Classical periods, the word solo was virtually equivalent to sonata, and could refer either to a piece for one melody instrument with (continuo) accompaniment, or to a sonata for an unaccompanied melody instrument, such as Johann Sebastian Bach’s sonatas for violin alone.

title: Solo (music)


text:
Monks Risborough

Monks Risborough is a village and ecclesiastical parish in the civil parish of Princes Risborough, Buckinghamshire, England, lying between Princes Risborough and Great Kimble. The village lies at the foot of the northern scarp of the Chiltern Hills. It is 8 mi south of the county town of Aylesbury and 9.5 mi north of High Wycombe, on the A4010 road.

Until 1934 Monks Risborough was also a separate civil parish, but it now forms part of the much enlarged civil parish of Princes Risborough, with the exception of Meadle and Owlswick, which are both now in the civil parish of Longwick-cum-Ilmer.

The boundaries of the ecclesiastical parish of Monks Risborough are almost the same as the former Manor of Monks Risborough and of the original estate laid out in the 8th or 9th century. References to the 'parish' are therefore to the area covered by the ecclesiastical parish unless otherwise stated.

The ecclesiastical parish of Monks Risborough includes the hamlets of Meadle, Owlswick, Askett, Cadsden and Whiteleaf.

Description
The parish is long and narrow. It is almost 6 mi in length, from Owlswick in the north to Monkton Farm on the outskirts of Speen in the south; but it is only one and a quarter miles wide at the widest part (at Meadle) and barely four hundred yards at the narrowest parts (at Green Hailey and in Monkton Wood). Like the neighbouring Chiltern 'strip parishes' the estate was originally laid out so as to include different types of land, fertile land below the scarp of the Chiltern Hills, a section of the scarp itself and grazing or woods above it.

At the foot of the scarp, where there are springs, is the village of Monks Risborough, with the church, and also Askett and Cadsden, nearer to Aylesbury on either side of the main road. Meadle and Owlswick lie further north. Whiteleaf is halfway up the slope on the south side of the Aylesbury Road and the parish continues further to the south above the scarp along the high land through Green Hailey to Redland End and Monkton Wood and Farm.

Approximate heights above sea level are 85 m (279 ft) at Meadle and Owlswick, 100 m (328 ft) by the Church, 247 m (810 ft) at Green Hailey, where there is a water tower, and 200 m (656 ft) at Monkton Farm near Speen.

The name
The name 'Risborough' meant 'brushwood-covered hills' and comes from two Old English words: hrisen, which was an adjective meaning brushwood-covered derived from hris meaning brushwood or scrub, and beorg which meant hill. The plural forms are hrisenan beorgas. The spelling in the various documents where the name is found is, as usual, very variable. In the 10th and 11th centuries it had the following forms: In the 13th century it appears as parva risenburgh (Little Risborough) and in 1346, in the Patent Rolls, for the first time as monekenrisbourgh and again in 1392 as munken ryseberg.
 * easteran hrisanbyrge (East Risborough)
 * risenbeorgas
 * hrisebyrgan be cilternes efese (brushwood-covered hills by Chiltern eaves)
 * risebergh (in the Domesday Book of 1086).

(The prefix 'Monks' is explained under History below).

History
An estate with boundaries corresponding closely to the present ecclesiastical parish of Monks Risborough was granted to some unknown person by the King of Mercia in the 8th or 9th century. The details are unknown because the title documents (the "landbook") were destroyed by fire shortly before 903. The Mercian Witan then agreed that a confirmatory charter should be granted and this was executed in 903. This charter, written in Latin, confirmed that the estate had been given by one Athulf to his daughter Aethelgyth. A description in Anglo-Saxon of the boundaries of the estate was endorsed on the charter. There is a 10th-century copy of the document in the British Library.

Then, at some date between 903 and 994, the estate was given to Christ Church Cathedral at Canterbury and in 994 it was held by Sigeric, who was then the Archbishop of Canterbury. In that year marauders from Scandinavia ravaged Kent and threatened to burn down Canterbury Cathedral unless they were bought off. The Archbishop had insufficient money and sent to Aescwig, Bishop of Dorchester-on-Thames to ask him for a loan. He offered the estate at East Risborough (as it was then described) as security. Money was sent, the cathedral was saved and East Risborough was transferred to Aescwig in the presence of the King and Witan, who at the same time freed the estate from all secular burdens except the obligation for military service and for contributions to bridges and fortresses. At a date between 994 and 1002 Aescwig conveyed the estate back to Canterbury, where Aelfric was now Archbishop after the death of Sigeric. Aelfric in turn died in 1005 and by his will he left his interest in East Risborough to Christ Church Priory, Canterbury. Thereafter it was not owned by the Archbishop but by the monks of the Priory as a community, represented by their Prior – hence "Monks" Risborough – and, even after the Norman Conquest, it continued to enjoy the freedom from liabilities granted in 994.

At the time of the Domesday survey in 1086 the tenant-in-chief of the manor was Archbishop Lanfranc, a stern and very capable man, rivalling the King himself in statesmanship, who had been appointed to the see of Canterbury in 1070 after the Conquest. He held it by frankalmoin. Domesday Book records that the manor was assessed at 30 hides and that there was land there for 14 ploughs. Of these the lord's demesne accounted for 16 hides and 2 ploughs. There were 32 villeins and 8 cottagers and they had 12 ploughs. There were also 4 slaves. These would be only the male heads of families (except for slaves who may have been counted as individuals) and the total has to be multiplied by an arbitrary figure (4 or 5 is usual) for an estimate of the total including women and children. We can therefore assume that the total population was something less than 200 in 1086. There was meadow for 4 plough teams and woodland sufficient for 300 pigs. The value was stated to be £16 in 1086 and also in the time of Edward the Confessor but only £5 immediately after the conquest in 1066. The entry concludes "Asgar the Constable held this manor from Christ Church Canterbury before 1066 on condition that it could not be separated from the Church".

The Manor was then part (with Bledlow, Horsenden and Princes Risborough) of the Hundred of Risborough. This was one of the Three Hundreds of Aylesbury, which by the 14th century were consolidated into the Hundred of Aylesbury.

In 1931 the civil parish had a population of 827. On 1 April 1934 the parish was abolished and merged with Princes Risborough, part also went to form Longwick cum Ilmer and Great and Little Hampden.

In 1535, immediately before the dissolution of the monasteries, King Henry VIII, acting by Thomas Cromwell, ordered a valuation to be made of all the ecclesiastical property in England. The manor of Monks Risborough was included in this valuation under the heading "Properties of the Church of Christ at Canterbury". The Manor, which was let out at a rent by the Priory, was shown as worth the 'farm' or rent of £9 a year. The mills were shown separately (£25.8s.11d a year), as were sales from the woods (about 60s) and 'other perquisites' (12s). The total annual value, after making allowable deductions, was returned at £34.11s.7d. The church was valued separately from the manor and the Rectory was not shown as property of the Priory. It was shown separately as part of the Deanery of Risborough within the Diocese of Lincoln but within the exempt jurisdiction of the Archbishop of Canterbury and worth £30 a year.

Christ Church Priory was finally dissolved in 1539 and the manor of Monks Risborough was put up for sale by the Royal Commissioners in 1541. It changed hands on sale on several subsequent occasions until it became vested in the Earl of Buckinghamshire in the 18th or early 19th Century.

Buckinghamshire was transferred from Lincoln to the Diocese of Oxford in 1837 and the Bishop of Oxford then became patron of the living.

Enclosure of the parish
Monks Risborough resisted the pressure to enclose the common lands and open fields and to do away with rights of common until a later date than most places, but a local Act of Parliament was eventually obtained in 1830 (11 Geo. 4) entitled 'An Act for inclosing lands in the Parish of Monks Risborough in the County of Buckingham'. Royal assent was granted on 29 May 1830 and the first meeting of the three commissioners appointed to investigate the matter and make the Award was held in the Cross Keys Inn at Princes Risborough on 17 June 1830. There seems to have been opposition, because the award was not completed until 23 September 1839. It is said that meetings to oppose the enclosure were held in the Three Crowns Inn at Askett. Eventually the opposition was overcome and all the former common lands were allotted to individual parishioners. The full details, with a large scale map of the parish as it then was, are set out in the Award.

A number of fields were allotted to the rector in lieu of tithe, which then ceased to be payable (except in respect of woodlands). Other fields were allotted for the benefit of the poor, who lost their rights over the common lands such as the right to gather wood in certain woodlands. Originally the rents of these fields were used to buy coal. The fields are now vested in the Trustees of Monks Risborough Parochial Charities and they have a wider discretion as to the charitable purposes for which the income can be applied. All the woodlands in the parish were allotted to the Lord of the Manor, the Earl of Buckinghamshire.

A field in a district then called Rumborough was allotted to be used for recreation; this is now the Monks Risborough cricket pitch.

The award also designated land for footpaths and roads, following the existing tracks as shown on the plans. Most footpaths were to be 8 ft wide and most roads 30 ft wide. These did not include the Aylesbury Road which was already a public highway and always referred to in the award as 'the Turnpike Road'. Special provision was made about Whiteleaf Cross as mentioned below in the section on the cross.

The parish in antiquity
On Whiteleaf Hill, which extends above the hamlet of Whiteleaf to the top of the scarp at 813 ft, is an oval Neolithic barrow (National Grid SP 822040), which was first excavated by Sir Lindsay Scott between 1934 and 1939, when the work was interrupted by the Second World War and the excavator died before he had had an opportunity to publish more than interim notes on his findings. A fuller report was published from his notes in 1954. The site was re-excavated from 2002 to 2006 by Oxford Archaeology (assisted by the Princes Risborough Countryside Group) and their report was published in 2007.

There was a single burial within the barrow, a middle aged man between 5'6" and 5'9" in height, with a long and narrow skull (a type found in the Neolithic period), badly worn teeth and arthritic joints. The remains appeared to have been placed between two large vertical posts, 1.2 metres apart. Pottery shards and animal bones were found at the core of the mound and the excavators suggest that these came from ceremonial feasting when the mound was built.

After the re-excavation the soil was replaced, following Sir Lindsay Scott's plans and drawings, so that the appearance of the barrow now corresponds with that existing at the start of excavations in 1934.

Radio-carbon dating has shown that the death, the burial and the building of the mound probably all took place within the period 3,750–3,100 B.C., but at different times within that period. The ceremonial burial could have been 45–150 years after the death and the completion of the mound could be up to 200 years after that. Similar delays have been shown to have occurred at other sites.

The status of the individual and the actual nature of the events are unknown, but he must have been a man of significance in local society.

Two other supposed barrows were scheduled as Ancient Monuments but have now been shown by the same excavators not to be burial mounds. They are sited to the north of the oval barrow along the top of the hill. One is likely to have been the base of a windmill, probably in use for a relatively short time in the late 16th and early 17th century. The other is a natural mound, but many chipped flints were found there and it seems to have been a site where flints were obtained and partially worked (for finishing elsewhere) during the late neolithic period.

Just to the south of the oval barrow, crossing the path leading to the car park, another earthwork was investigated and was found to be a cross-ridge dyke about 140 m long across the southern end of the narrowest part of the ridge. Its date is uncertain, but the excavators considered that it might be a late Bronze Age boundary.

The ancient trackway known as the Icknield Way, which ran from the Wash to Wessex, passed through the parish. It here consisted of two separate tracks, the Upper Icknield Way and the Lower Icknield Way, supposedly for winter and summer use respectively, though Christopher Taylor suggests that the upper route follows the prehistoric track, while the lower route was a Roman road which followed the same general line but on flat land more suitable for Roman methods of road construction. The route of the Lower Icknield Way is now followed by the B4009, while the Upper Icknield Way is here still a muddy track, except where it passes through the hamlet of Whiteleaf

A section of the extensive earthwork known as Grim's Ditch crosses the parish much further south (Map square SP 8203). This is thought to be an Iron Age boundary dyke.

The church
The parish church is dedicated to St Dunstan. The present building, which replaced an earlier church, dates mainly from the 14th and 15th centuries, restored and in part renewed by G.E. Street in 1863–64. It is built of flint and has a chancel, nave with two aisles, north transept and a square tower at the west end.

The nave arcades have octagonal piers and are of 14th-century date, the south aisle being earlier than the north. The transept may be earlier. However, the windows are all in the perpendicular style of the 15th century, except those in the south aisle, where the eastern window is modern but the windows in the south wall are 14th century. In the 15th century the roof was raised and the clerestory built. The old roof line can still be seen on the west wall of the nave. The present roof of the nave and south porch are 15th century, when the chancel was also rebuilt. The chancel roof is modern. The font is Norman, of the 'Aylesbury' late 12th-century type, and presumably came from the earlier church. There is a 15th-century chancel screen, though without its original tracery, with crudely re-painted figures below. At the left side of the chancel arch is the opening for the door which led to the rood loft. There are three monumental brasses in the church, two of the 15th century and the other undated. A random collection of 14th and 15th century stained glass has been put together in a window in the south aisle, including a small 14th century Madonna and child.

Whiteleaf Cross
Whiteleaf Hill, has a large cross with a triangular base cut into the chalk on the side of the hill, making an important landmark for miles around, known as Whiteleaf Cross. The date and origin of this cross are unknown. It was mentioned as an antiquity by Francis Wise in 1742, but no earlier reference has been found. The cross is not mentioned in any description of the area before 1700.

The Act for enclosing the common lands in the Parish (see above) specifically required that "in order to preserve within the parish of Monks Risborough the ancient memorial or land mark there called White Cliffe Cross" the Commissioners were to allot to the Lord of the Manor the cross itself and "so much of the land immediately surrounding it as shall in the judgment of the Commissioners be necessary and sufficient for rendering the same conspicuous" and that it should not be planted or enclosed and should for ever thereafter remain open. The Lord of the Manor was to be responsible to renew and repair it. In the event the Commissioners allotted 7 acre of land for this purpose.

Cottages
There are picturesque cottages (some half-timbered) in Burton Lane in the old village and also in the hamlets of Askett and Whiteleaf. Most of the interiors have been modernised and in places two or more have been combined to make a larger house. They range from the late 16th to the early 18th century.

Monks Risborough C of E Primary School
On the Aylesbury Road to the west of the Parish is Monks Risborough C of E Primary School, first founded in 1855 as a National School and expanded mid-20th century. The school teaches around 200 children aged 5 to 11.

Pigeon House
In the field (now a recreation ground) to the west of the church is a 16th-century pigeon house, where pigeons were bred for food. It has a curious northern doorway, which may have been brought from elsewhere. There are nesting places ('pigeon holes') for 216 pigeons. In later years it formed part of Place Farm and was used as a shelter for cattle. At the end of the 20th century it was cleaned out, repaired and secured.

Railway station
The single track railway line from Princes Risborough to Aylesbury, was constructed in 1863 and converted from broad gauge to standard gauge in 1868, but there was no station at Monks Risborough until 1929. Monks Risborough railway station opened on 11 November 1929 as Monks Risborough and Whiteleaf Halt. It has been called Monks Risborough since 1974.

Gallows
In the reign of Edward I, when the King was calling on his feudal tenants to show their title to rights which they claimed to exercise, the Prior of Christchurch, Canterbury claimed to be entitled to maintain at Monks Risborough a gallows, a tumbril and a pillory. The King's counsel, objecting to the claim, said that there was no pillory at Monks Risborough. It is said that the Cadsden Road used to be known as Gallows Lane and the crossing of the Upper Icknield Way with Cadsden Road as Gallows Cross.

Mills
Domesday Book does not mention any mill at Monks Risborough, but there was certainly a mill there by the 14th century. During the 14th and 15th centuries the millward was several times brought before the manor court accused of overcharging. In 1535 the valuation, made prior to the dissolution of the monasteries, showed Monks Risborough (part of the property of the Priory of Christchurch, Canterbury) as having two mills, which brought in for the Priory an income of £25.8s.11d a year. In the 17th century the then Lord of the Manor owned two mills at his death, a watermill and a windmill on 'Brokenhill' Excavations in 2002/06 found the site of a former windmill on the top of Whiteleaf Hill, thought to have been there in the 16th and 17th centuries. The watermill was at the house still called Mill House in Mill Lane. The map attached to the Inclosure Award of 1839 showed this property, described as 'The Ham. Mill House', with a millpond behind it and two fields marked as Mill Meadow and Mill Mead It is not known when it had ceased to be used as a working mill.

Turnpike
The road from Princes Risborough to Aylesbury (now the A4010 and called the Aylesbury Road) passes through the middle of the parish, and was made a Turnpike Road under the Aylesbury to West Wycombe Road Act 1795 (35 Geo. 3. c. 149), which created a turnpike trust to be responsible for the maintenance and improvement of the road from Ellesborough to West Wycombe There were barriers at places along the road where vehicles had to stop and tolls were collected. One toll gate and adjoining toll booth was in Monks Risborough near the boundary with Princes Risborough.

Commercial buildings
There have been no shops in the old village since the early 20th century:

There was a butcher and slaughterhouse (now a dental practice) on the Aylesbury Road. A blacksmith's forge on the corner with Burton Lane (the house next to it is still called Forge Cottage), and a pub, the Nag's Head (now a house) on the opposite corner.

On Burton Lane there was a saddler and harness maker (who also made ropes).

Eggleton's Bakery (one of its set-ups was situated in Burton Lane) was a four-generation family business that baked the streets of Risborough since the early-nineteenth century. The list of baking cited in the book 'The Voices of Princes Risborough' stated the Bakery would make: two-dozen doughnuts, fifteen-dozen currant buns, twenty-five dozen sausage rolls, seventy lardy cakes and two thousand loaves of bread. Eggleton's products continued to be baked and sold in the general store or delivered from Burton Lane until 1961 when they moved to Bell Street in Princes Risborough but due to the rising competition of supermarkets they closed the business in 1965.

In the later 20th century Aston & Full had a factory on the north side of Mill Lane. In the early 21st century the land was re-designated for residential use.

title: Monks Risborough


text:
HEC Montréal

HEC Montréal (Hautes études commerciales de Montréal; English: High Commercial Studies of Montreal) is a bilingual public business school located in Montreal, Quebec, Canada. Founded in 1907, HEC Montréal is the graduate business school of the Université de Montréal and is the first established school of management in Canada.

HEC Montréal offers undergraduate, graduate, and post-graduate programs, including Bachelor of Business Administration (BBA), Master of Science in Administration (MSc), Master of Management (MM), Master of Business Administration (MBA), and PhD in Administration, in addition to a joint Executive MBA program with McGill University.

History
HEC Montréal was founded in 1907 by the Board of Trade of Metropolitan Montreal. Its initial building in Viger Square is now called the Gilles Hocquart Building.

In 1988, a group of HEC students established Jeux du Commerce, where more than 1300 students from 14 universities in Eastern Canada gather annually for academic, social, and sports events. A similar competition has been established in Western Canada called JDC West.

As of 2021, the centenary of the HEC Montréal Alumni Association, the school had over 100,000 alumni.

Reputation
CANADIAN BUSINESS

BLOOMBERG BUSINESSWEEK
 * Value Rank: 1st, among business schools in Canada (2016).
 * Reputation Rank: 3rd, among business schools in Canada (2017).

 * Top 30 International Business Schools in 2015.

The Decelles Campus: 1970–today
In 1970, Robert Bourassa inaugurated the Decelles building of HEC Montreal, also known as "the School on the Mountain." The students sometimes use the expression "Bunker" to refer to it due to the use of concrete for the exterior façade and the absence of windows.

In 1976, the PhD program was proposed in collaboration with McGill University. The MSc program was created in the same year.

Under the presidency of Pierre Harvey, the 75th anniversary of the school was celebrated in 1982 with René Lévesque, then Premier of Quebec, in attendance. The 7th floor of the Decelles building was inaugurated on this occasion.

Between 2010 and 2012, the 3rd and 4th floors were renovated.

The Côte-Sainte-Catherine Campus: 1996–today
HEC Montréal's main building was constructed in 1996 and has since won an award for "institutional architecture." The building was designed by Dan Hanganu and Jodoin, Lamarre, Pratte, and Associates and is situated at 3000 Côte-Sainte-Catherine (Map ), next to the Université-de-Montréal Metro Station. The former main building at 5255 Decelles (Map ) is now used as a secondary building. The first building used by HEC Montréal was located in downtown Montreal but is no longer used by the school.

The trading floor of the school was inaugurated in 1997, and it was conceived to be usable in case the Montreal Stock Exchange ever had significant engineering problems. Now known as the Salle des marchés Financière Banque Nationale, it was renovated in 2007 to remain technologically current.

Alumni

 * Antoine Arnault: ex-CEO of Berluti and Vice-Chairman of Dior
 * Stéphane Bédard: Québec Politician and lawyer
 * Jean Campeau: ex-CEO of the Caisse de dépôt et placement du Québec and co-chairman of the Commission on the Political and Constitutional Future of Quebec
 * Verònica Canals i Riba: Minister of Tourism of Andorra since May 22, 2019
 * Louis R. Chênevert: ex-CEO of United Technologies Corporation
 * Armando Torres Chibrás: Orchestra conductor in the National Symphony Orchestra of Mexico
 * Caroline Codsi: President and founder of Women in Governance, and Board Member of Montreal Museum of Fine Arts
 * François Desjardins: CEO of B2B Bank
 * Jérôme J. Dufourg: ex-CEO, FC Talanta
 * Robert Dutton ex-CEO of Rona, Inc.
 * Anne-Marie Gélinas: Film producer and CEO of Emafilms
 * Marie Gibeau: Québec Politician
 * Léo-Paul Lauzon: Professor of Accounting at the UQAM and social activist
 * François Legault: Current Premier of Québec and Founder of Air Transat
 * Rémi Marcoux: Chairman of TC Transcontinental
 * Pauline Marois: Former Premier of Québec (30th)
 * Daniel Paillé: Québec Politician, Economist and former Minister
 * Jacques Parizeau: Former Premier of Québec (26th)
 * Charles-Albert Poissant: Philanthropist and Canadian Businessman
 * Martine Ouellet: Québec Politician
 * Thierry Vandal: CEO of Hydro-Quebec
 * Samir Trabelsi: CPA Ontario Distinguished Scholar and Professor of Governance and Accounting at Goodman School of Business

Faculty

 * Ann Langley
 * Gilbert Laporte
 * Danny Miller (economist)

title: HEC Montréal


text:
Satyrus

Satyrus or Satyros may refer to:

People

 * Satyrus, a 5th-century BC Greek political figure, instrumental in the downfall of Cleophon
 * Satyros I, also known as Satyrus, a ruler of Cimmerian Bosporus from 432 to 389 BC
 * Satyros, a 4th-century BC architect who co-designed the Mausoleum of Mausolus
 * Satyrus, a 4th-century BC actor who conversed with Demosthenes
 * Satyrus, a 4th-century BC ruler of Heraclea, brother of Clearchus and uncle of Timotheus
 * Satyrus the Peripatetic, a 3rd-century BC Greek philosopher and historian
 * Satyrus of Milan, a 4th-century AD saint
 * Satyrus of Arezzo, a 4th-century AD saint

Other uses

 * Satyrus (ape), a species of ape described in some medieval bestiaries
 * Satyrus (butterfly), a genus of butterflies
 * Satyrus, one of three Short Kent aircraft that were built

title: Satyrus