text:
Talk:Lip piercing

False Information
Under types of Lip Piercings. It will not be any harm to if you wash your mouth out with 1/8 tsp. sea salt to 1 cup of warm water and everything should be fine it will heal in a couple days.

It takes much longer than that to heal a lip Piercing. On average it takes anywhere between 2-3 months. And it's an inital 21 days before you can even downsize to the smaller jewelery.

As well most people submerge the entire peircing into the cup of saline solution instead of using cotton balls. It's much more effective, and it will sooth the piercing too. Hot water is better than luke warm or warm water. Some piercers say as hot as you can possibly withstand. —Preceding unsigned comment added by 199.185.1.75 (talk) 07:21, 7 October 2007 (UTC)

Eating
Is it a pain to eat with?

''Yeah it really can be. It just depends on what you eat though. I didn't eat anything solid for about the first week after my snakebites were done, but many people do. I stuck to things that could be consumed with a straw, not bumping either ring was a hassle while they were still quite tender. If you can cut it in half or small peices do that. Finger foods are wonderful. Things like french fries, small carrot sticks and pop corn are easy to eat. As opposed to things like whole apples, sandwiches, etc. Everyone is different though.''
 * — Preceding unsigned comment added by 74.64.94.104 (talk) 19:35, 11 June 2012 (UTC)

Lip plates
I don't think any amazonian tribes have lip plates. I know some African tribes such as the suri do that, but I have no knowledge of Amazonian tribes doing it. I am going to change it from Amazonian Indian tribes to African tribes. If anyone knows for sure about Amazonians, you can add that back too, but for now it will only say African. Actually, any more info on this topic would be cool. If anyone knows more about this practice, add it.

-

so if you have a job interview, take it with you and pop it back in afterwards.

A bit NPOV, perhaps? DryGrain 19:12, 18 Mar 2004 (UTC)

 * Full Quote: An unstretched piercing closes up very quickly - in a matter of hours - so if you have a job interview, take the jewellery with you and pop it back in afterwards.  Alternatively, clear jewellery is available so as to keep the piercing open without the notice ability of a stud or ring. These are known as 'retainers'.
 * It should be noted that retainers are not suitable to be worn during the initial healing process.

 * Not only POV but also BS. Lip piercings don't close up that quickly, I've had mine out for hours before (but mine are streched), and I have friends who've had their's out for days before.  So I'm going to remove the statement. millerc 05:00, 18 May 2004 (UTC)

 * i agree with the previous, i've had mine out for weeks at a time, several times, and not had a problem with closing or infections when wearing jewelry again.

This article vs. Labret
I noticed that there's a separate (short) article called labret. I wasn't quite sure from this article: is labret only one type of lip piercing, or can it be any lip piercing? If any lip piercing can be called a labret, I could move the material from labret over to here, and make labret into a redirect. Otherwise, it looks like some of the labret-specific material should be moved from this article. -- Creidieki 17:56, 11 Feb 2005 (UTC)

 * As far as I know labret refers to a type of lip piercing, done below the bottom lip and usually refers to a piercing that is in the center, directly above the chin. Other lip piercings include off-center (lower) lip piercings, madonnas/monroes, and medusas (the last two are located above the top lip). --Meredith 02:11, Mar 6, 2005 (UTC)

 * The term "labret" refers to the actual jewellery worn on the lip. This can be anything from a ring to a bar, and doesn't even have to go through the lip to qualify as a labret. It is therefore incorrect to state that "labret" is "one type of lip piercing". Labret does not refer to upper, lower, or any kind of specific individual lip piercing, or any kind of piercing at all, it only refers to, like I said, the jewellery. However that jewellery is only a labret if it is worn on the lip - it ceases to be a labret if for instance you were to remove it and place it in an ear piercing. --Badharlick 20:05, 4 April 2006 (UTC)

 * You are actually incorrect. Check out this link BME-labret. The term "labret" is supposed to refer to bottom lip piercings pierced with a labret stud, which is a particular type of jewlery. Labret studs on the upper lip are called monroe (off-centre) or medusa (centre). Rocketqueen 16:48, 9 June 2006 (UTC)

 * i have always been one to ponder this issue. i have a lower lip piercing in which sometimes i wear a ring and other times a stud.  does this make the piercing different? no.  i'm surprised these two options not more closely linked in this site because they're quite interchangable.

Labret is a type of piercing, it is lower down then standard lip piercings. You cannot actually fit a BCR (ring) into Labret piercings comfortably as the BCR would have to have a large diameter and would most probably scratch your gums.

disputed
This Lip Picture is totally unnessicary and its gross. that why i added the disputed template. 63.164.201.71 06:51, 1 August 2005 (UTC)

 * Sorry, but you're wrong on all counts. The picture is both necessary and appropriate, despite your feelings on the subject, and your tag has been removed as unwarranted.  Exploding Boy 06:55, August 1, 2005 (UTC)

"The Best" method
I had an issue with the wording that a home-made saline solution is "the best" aftercare product, as many piercers and other such authorities disagree, as well as the idea that "the best" of anything is subjective. I reworded it to "a common", but thought it was worth mentioning on the talk page in case anyone else had a comment to make on the subject? -- FaerieInGrey 01:37, 22 October 2006 (UTC)

 * I would suggest this section be retitled Medical Considerations and include all the medical hazards outlined in the references given. (i.e. fractured teeth, Gingival recessions) I would also suggest removal of a specific treatment for wound care that could be taken as medical advice. 75.149.80.46 (talk) 06:59, 30 August 2010 (UTC)

vandalism
where the article says "teeth and gums", it originally said boobs and gums. i changed it as i considered this vandalism. 150.176.50.198 13:52, 27 March 2007 (UTC)

Does it hurt?
Yes it does hurt, considering you are getting a needle shoved through your lip. But it only hurts for a second and then the pain is gone. When eating try not to hit the bar because that hurts quite alot.

lips hurt less than other piercings such as tongue and hips from my personal exp, but, it all depends on your pain tolerance. —Preceding unsigned comment added by Failureatdeath (talk • contribs)

 * The pain is very tolerable. The second piercing tends to hurts more than the first because you are both expecting it and your lip is already begging to be sore. The pain does go away quickly. Rings are easier to eat with than studs because its harder to hit a round ring with your teeth than a stud bar. This link has some good information about the rings vs studs. http://www.livestrong.com/article/243171-is-it-better-to-use-a-ring-instead-of-a-stud-for-lip-piercings-while-healing/ Dmorenode (talk) 18:37, 11 February 2015 (UTC)

Wikiproject Body Modification
I'm trying to start a Wikiproject on Body Modification, if anyone wants to join go here http://en.wikipedia.org/wiki/Wikipedia:WikiProject_Council/Proposals/Body_Modification ScarTissueBloodBlister (talk) 01:52, 16 July 2009 (UTC)

History and Culture
from the already sited first reference, ^ Zadik Yehuda, Becker Tal, Levin Liran (January 2007). "Intra-oral and peri-oral piercing", I propose including "...is a practice that is gaining acceptance in the western world as a sign of individuality, marginality, decoration, or group membership." It seems to better cover motivations of those who are pierced, including the issue of marginality.

The second paragraph should be deleted due to ambiguity. The first example isn't cited and poorly written. The second is too broad in its criteria (i.e. tattoos and other modifications included as percentages) and too small in its sampling for the percentages stated to be included.

Given the lack of citation, to say that "it remains an uncommon, but increasingly apparent cultural activity" might be as far as one can go. And given "Among the participants, 225 (57.8%) were unaware of the dangers of intra-oral piercing it may be wise to add a statement to that effect within the culture section? "the majority of the sampled study were unaware of the health hazards prior to the procedure"?75.149.80.46 (talk) 06:59, 30 August 2010 (UTC)

First sentence
After reading the cited materials, it would seem that lip piercing is a subset of oral piercing in the medical literature. Making this connection may will allow better accumulation of research done by oral surgeons and their ilk? 75.149.80.46 (talk) 06:59, 30 August 2010 (UTC)

Numbered Image of Examples - Key?
In the image that has 6 numbered examples of various lip piercings, is there a key somewhere that mentions what the various locations are generally referred to as? Otherwise...why bother numbering the images? I also think a key would be a nice addition, & helpful to people who are interested in getting various lip piercings. Kailey elise (talk) 18:47, 24 April 2011 (UTC)

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title: Talk:Lip piercing


text:
Scotland County

Scotland County is the name of two counties in the United States:

 * Scotland County, Missouri
 * Scotland County, North Carolina

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

title: Scotland County


text:
List of municipalities in Montana

Montana is a state located in the Western United States. According to the 2020 United States Census, Montana is the 8th least populous state with inhabitants but the 4th largest by land area spanning 145545.80 sqmi of land. Montana is divided into 56 counties and contains 129 municipalities consisting of cities and towns. Montana's municipalities cover only 1.2% of the state's land mass but are home to 53.8% of its population. The Montana Code 7-1-4124 gives municipal governments in Montana powers to enact ordinances, borrow money, and enact eminent domain among other legal powers.

In Montana, municipalities are divided into four classes by state statute based on their population. Members of the three largest classes are deemed cities, while the members of the fourth class are called towns. Cities and towns are classified at the time of their organization, and are reorganized when they change classification due to an increase or decrease in population. A place may incorporate as a town with the support of 300 electors or two-thirds of the registered electors. A municipality with a population between 1,000 and 5,000 people is a Third Class city. A municipality with a population between 5,000 and 10,000 people is a Second Class city. And a municipality with a population over 10,000 people is a First Class city. Under certain exceptions municipalities with a population of between 9,000 and 10,000 may elect by resolution to be either a First or Second Class city. Under similar exceptions municipalities with a population of between 5,000 and 7,500 may elect by resolution to be either a Second or Third Class city. Municipalities with a population of between 1,000 and 2,500 may by resolution be classified as either a town or Third Class city. Unincorporated places such as census-designated places fall outside this scheme, and are subject to county governance, and thus are not towns or cities.

The largest municipality by population in Montana is Billings with 117,116 residents, and the smallest municipality by population is Ismay with 17 residents. The largest municipality by land area is Anaconda, a consolidated city-county, which spans 736.53 mi2, while Rexford and Flaxville are the smallest at 0.10 mi2.

title: List of municipalities in Montana


text:
Prick Up Your Ears

Prick Up Your Ears is a 1987 British film, directed by Stephen Frears, about the playwright Joe Orton and his lover Kenneth Halliwell. The screenplay was written by Alan Bennett, based on the 1978 biography by John Lahr. The film stars Gary Oldman as Orton, Alfred Molina as Halliwell, Wallace Shawn as Lahr, and Vanessa Redgrave as Peggy Ramsay.

Plot
Islington, 9 August 1967. Literary agent Peggy Ramsay knocks on the door of playwright Joe Orton and his lover Kenneth Halliwell, but nobody opens. She calls the police. They find the corpses of the two men. A decade later theatre critic John Lahr visits Peggy Ramsay because he wants to write Orton's biography. They find Orton's diaries, and Peggy tells Lahr about Orton's life.

Orton and Halliwell's relationship began at the Royal Academy of Dramatic Arts. Orton started out as the uneducated youth to Halliwell's older faux-sophisticate. As the relationship progressed, however, Orton grew increasingly confident in his talent while Halliwell's writing stagnated. They fell into a parody of a traditional married couple, with Orton as the "husband" and Halliwell as the long-suffering and increasingly-ignored "wife" (a situation exacerbated at a time when being a sexually active homosexual was illegal). Orton was commissioned to write a screenplay for the Beatles. Halliwell got carried away in preparing for a meeting with the "Fab Four", but Orton was taken away for a meeting on his own. Finally, in August 1967, a despondent Halliwell kills Orton and commits suicide.

Casting
Ian McKellen was originally envisioned as Halliwell. McKellen explained: "I needed a holiday – I'd been working so hard – so I just kept saying 'no, no, no', but when I saw the film I really regretted not having done it." Maggie Smith turned down the role of Ramsay, saying that she did not want to perturb her sons by starring in a film that featured homosexual promiscuity and murder. Keith Allen was in talks to play Orton before Oldman was cast.

Reception
Prick Up Your Ears has a 92% rating at review aggregator Rotten Tomatoes, based on 39 reviews, with an average score of 7.7/10.

Roger Ebert awarded Prick Up Your Ears four stars out of four, describing Redgrave's performance as "superb", and praising the work of Oldman and Molina: "The great performances in the movie are, of course, at its center. Gary Oldman plays Orton, and Alfred Molina plays Halliwell, and these are two of the best performances of the year... [Oldman] is the best young British actor around". Variety noted: "The script is witty, the direction fluid, with one of the homosexual orgy scenes in a public toilet almost balletic, and the depiction of the lovers' life in their flat suitably claustrophobic."

Vincent Canby was less enthused, writing: "The film covers the main events of the Orton life in a manner that is nothing less than distracted. One has little understanding of the fatal intensity – and need – that kept Orton and Halliwell together." He nevertheless had praise for the film's acting. Similarly, Pauline Kael lauded Redgrave but said the male relationship was unconvincing and suffused with "modern-style psychosexual moralizing", and that "unlike Orton, it [the script] takes no real delight in misbehaving."

Oldman earned a BAFTA Award nomination for Best Actor; Redgrave received BAFTA and Golden Globe Award nominations for Best Actress in a Supporting Role. Redgrave won Best Supporting Actress at the New York Film Critics Circle Awards. Alan Bennett earned a BAFTA Award nomination for Best Adapted Screenplay. The film was also nominated for Best Foreign Film at the 1987 Independent Spirit Awards and won the award for Best Artistic Contribution at that year's Cannes Film Festival.

title: Prick Up Your Ears


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Schuyler County

Schuyler County is the name of several counties in the United States, all of which named after Philip Schuyler:
 * Schuyler County, Illinois
 * Schuyler County, Missouri
 * Schuyler County, New York

title: Schuyler County


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Lanoe Hawker

Lanoe George Hawker, (30 December 1890 – 23 November 1916) was a British flying ace of the First World War. Having seven credited victories, he was the third pilot to receive the Victoria Cross, the highest decoration for gallantry awarded to British and Commonwealth servicemen.

He was killed in a dogfight with the famous German flying ace Manfred von Richthofen ("The Red Baron"), who described him as "the British Boelcke".

Early life
Hawker was born on 30 December 1890 at Longparish, Hampshire, England, to Lieutenant Henry Colley Hawker, R.N., and Julia Gordon Lanoe Hawker, daughter of Major Peter William Lanoe Hawker, of the 74th Highlanders and sister of the author Mary Elizabeth Hawker ("Lanoe Falconer"). His parents were distant cousins; Hawker's father was of a cadet branch of the family resident in Australia since his own father, George Charles Hawker (son of Royal Navy Admiral Edward Hawker), emigrated in 1839, being elected Speaker of the House of Assembly, South Australia in 1860. The Hawker family had a military tradition, with army commissions being held in each generation since the time of Elizabeth I. A first cousin was Arthur Bagot, a naval officer in the First World War and Albert Medal recipient.

Lanoe was sent to Stubbington House School and at the age of 11 to the Royal Navy College in Dartmouth, but although highly intelligent and an enthusiastic sportsman, he suffered from a weak constitution, which led to jaundice. With the strenuous nature of a naval career unsuitable, he entered the Royal Military Academy, Woolwich before joining the Royal Engineers as an officer cadet. A clever inventor, Hawker developed a keen interest in all mechanical and engineering developments. During the summer of 1910 he saw a film featuring the Wright Flyer and after attending an aircraft flying display at Bournemouth, he quickly found an interest in aviation, learning to fly at his own expense at Hendon. On 4 March 1913, Hawker was awarded Aviator's Certificate No. 435 by the Royal Aero Club.

Promoted to 1st Lieutenant in October 1913 he was posted to Cork Harbour with the 33rd Fortress Company. His request for attachment to the Royal Flying Corps was granted and he reported to the Central Flying School at Upavon on 1 August 1914, three days before Britain entered the First World War.

With the Royal Flying Corps
Hawker was posted to France in October 1914, as a captain with No. 6 Squadron, Royal Flying Corps, flying Henri Farmans. The squadron converted to the B.E.2c and he undertook numerous reconnaissance missions into 1915, being wounded once by ground fire. On 22 April he was awarded the Distinguished Service Order for attacking a German zeppelin shed at Gontrode by dropping hand grenades at low level (below 200 ft) from his B.E.2c. He used a tethered German balloon to help shield him from enemy ground fire as he made successive attacks. During the Second Battle of Ypres, Hawker was wounded in the foot by ground fire. For the remainder of the battle he had to be carried to and from his aircraft, but refused to be grounded until the fight was over.

Returning to 6 Squadron after hospitalisation, the squadron now received several single-seat scouts, and some early F.E.2 'pushers'. One aircraft received was a Bristol Scout C, with RFC s/n 1609 that Hawker, with assistance from Air Mechanic Ernest Elton (who later became an Ace Pilot himself), equipped with their design of Lewis gun mount, enabling the machine gun to fire forward obliquely at an acute horizontal angle to the axis of flight, missing the propeller arc.

While with No 6 squadron in 1915, Captain Hawker was a comrade of Captain Louis Strange. The Squadron became pioneers of many aspects in military aviation at the time, driven largely by the imagination of Strange and the engineering talents of Hawker. Their talents led to various mountings for Lewis machine guns, one of which won Hawker the Victoria Cross, and one that nearly cost Strange his life.

Hawker's innovative ideas at this time greatly benefited the fledgling RFC. He helped to invent the Prideaux disintegrating link machine-gun belt feed, and initiated the practice of putting fabric protective coverings on the tips of wooden propellers, the use of fur-lined thigh boots, and devising a primitive 'rocking fuselage' for target practice on the ground. In 1916 he also developed (with W.L. French) the increased capacity 97-round 'double drum' for the Lewis machine gun. It was issued for trials in July and after modifications was issued generally to the RFC and RNAS.

Victoria Cross

Following an initial air victory in June, on 25 July 1915 when on patrol over Passchendaele, Captain Hawker attacked three German aircraft in succession, flying a different Bristol Scout C, serial No. 1611, after his earlier No. 1609 had been written off, transplanting the custom Lewis gun mount onto No. 1611. The first aerial victory for Hawker that day occurred after he had emptied a complete drum of bullets from his aircraft's single Lewis machine gun into it, sending it spinning down. The second was driven to the ground damaged, and the third – an Albatros C.I of FFA 3 – which he attacked at a height of about 10,000 feet, burst into flames and crashed. (Pilot Oberleutnant Uebelacker and observer Hauptmann Roser were both killed.) For this feat he was awarded the Victoria Cross, as the third military pilot (and the first fighter pilot) to receive the VC following William Barnard Rhodes-Moorhouse's pioneering award for bravery during a bombing raid, and Reginald Warneford's award for an anti-Zeppelin attack on an airborne Deutsches Heer airship, using aerial bombing to bring it down.

This particular sortie was just one of the many which Captain Hawker undertook during almost a year of constant operational flying and fighting. He claimed at least three more victories in August 1915, either in the Scout or flying an F.E.2.

Hawker was posted back to England in late 1915, with some seven victory claims (including one captured, three destroyed, one 'out of control' and one 'forced to land') making him the first British flying ace, and a figure of considerable fame within the ranks of the RFC.

It has since been argued that shooting down three aircraft in one mission was a feat repeated several times by later pilots, and whether Hawker deserved his Victoria Cross has been questioned. However, in the context of the air war of mid-1915 it was unusual to shoot down even one aircraft, and the VC was awarded on the basis that all the enemy planes were armed with machine guns. More significantly, by the early summer of 1915, the German Feldflieger Abteilung two-seater observation units of the future Luftstreitkräfte, had by this time, received examples of the Fokker Eindecker monoplane, with one Eindecker going to each unit, with a fixed, forward-firing machine gun fitted with a "synchronization gear" that prevented the bullets from striking the propeller. The first claim using this arrangement, though unconfirmed by the German Army, was by Leutnant Kurt Wintgens on 1 July 1915, some 225 mi over Lunéville distant from where Hawker had his three-victory success nearly a month later. Therefore, the German pilots like Wintgens and Leutnant Otto Parschau, another pioneering Eindecker pilot, could employ the simple combat tactic of aiming the whole aircraft, and presenting a small target to the enemy while approaching from any angle, preferably from a blind spot where the enemy observer could not return fire.

Hawker flew before Britain had any workable synchroniser gear, so his Bristol Scout had its machine gun mounted on the left side of the cockpit, firing forwards and sideways at a 45 degree angle to avoid the propeller. The only direction from which he could attack an enemy was from its right rear quarter – precisely in a direction from which it was easy for the observer to fire at him. Thus, in each of the three attacks, Hawker was directly exposed to the fire of an enemy machine gun.

First Fighter Squadron
Promoted to major early in 1916. Hawker was placed in command of the RFC's first (single seater) fighter squadron, Number 24 based at Hounslow Heath Aerodrome and flying the Airco DH.2 pusher. After two fatalities in recent flying accidents, the new fighter, which featured a forward-mounted Lewis machine gun, soon earned a reputation for spinning; its rear mounted rotary engine and sensitive controls made it very responsive. Hawker countered this worry by taking a DH.2 up over the squadron base and, in front of the squadron pilots, put the aircraft through a series of spins, each time recovering safely. After landing, he carefully described to all pilots the correct procedures to recover from a spin. Once the pilots became used to the DH.2's characteristics, confidence in the aircraft rose quickly, as they came to appreciate its manoeuvrability.

He then led the squadron back to Bertangles, north of the Somme in February 1916, where the squadron quickly helped counter the Fokker Eindecker monoplanes of the Imperial German Army's Fliegertruppe which were dominant over the Western Front in the run up to the Somme offensive in July 1916. Hawker's aggressive personal philosophy of "Attack Everything", was the entire text of his tactical order of 30 June 1916. Spurred by his aggressiveness, 24 Squadron claimed some 70 victories by November at the cost of 12 of its own planes and 21 pilots killed, wounded or missing. Around this time, Hawker developed a ring gunsight and created a clamp and spring-clip device to hold the Lewis in place on the DH.2. He also designed sheepskin boots that reached to the upper thigh, known as "fug-boots," which became standard issue to combat the risk of frostbite at high altitude.

By mid 1916, RFC policy was to ban squadron commanders from operational flying, Hawker included. However, he continued to make frequent offensive patrols and reconnaissance flights, particularly over the Somme battlefields.

As the year wore on, the Germans introduced far more potent fighters to the front, starting with the Luftstreitkräfte's first biplane fighter, the single-gun armed Halberstadt D.II, and shortly thereafter the even more advanced, twin-gunned Albatros D.I, rapidly making the DH.2 obsolete.

Death
On 23 November 1916, while flying an Airco DH.2 (Serial No. 5964), Hawker left Bertangles Aerodrome at 1300 hours as part of 'A' Flight, led by Captain (later Air Vice Marshal) J. O. Andrews and including Lieutenant (later Air Marshal) R.H.M.S Saundby. Andrews led the flight in an attack on two German aircraft over Achiet. Spotting a larger flight of German aircraft above, Andrews was about to break off the attack, but spotted Hawker diving to attack. Andrews and Saundby followed him to back him up in his fight; Andrews drove off one of the Germans attacking Hawker, then took bullets in his engine and glided out of the fight under Saundby's covering fire. Losing contact with the other DH.2s, Hawker began a lengthy dogfight with an Albatros D.II flown by Leutnant Manfred von Richthofen of Jasta 2. The Albatros was faster than the DH.2, more powerful and, with a pair of lMG 08 machine guns, more heavily armed. Richthofen fired 900 rounds during the running battle. Running low on fuel, Hawker eventually broke away from the combat and attempted to return to Allied lines. The Red Baron's guns jammed 50 yards from the lines, but a bullet from his last burst struck Hawker in the back of his head, killing him instantly. His plane spun from 1,000 ft and crashed 200 m east of Luisenhof Farm, just south of Bapaume on the Flers Road, becoming the German ace's 11th victim. German Grenadiers reported burying Hawker 250 yd east of Luisenhof Farm along the roadside. Richthofen claimed Hawker's Lewis gun from the wreck as a trophy and hung it above the door of his quarters. Major Lanoe George Hawker is listed on the Arras Flying Services Memorial for airmen lost with no known grave.

Legacy
Hawker's original Victoria Cross was lost when the Hawker family belongings were left behind after the fall of France in 1940. On their return after the Second World War, they found that their possessions, including the VC, had been stolen. A replacement was issued to Hawker's brother on 3 February 1960, and is now held by the Royal Air Force Museum, Hendon.

A window (designed by Francis Skeat) commemorating Hawker was installed in St Nicholas church, Longparish in 1967. The design features St Michael above an airfield with two pilots in the foreground. A copy of the window is in the Army Flying Museum at Middle Wallop.

A memorial to Hawker was unveiled in the village of Ligny Thilloy, one km from where he crashed and was buried, on 11 November 2011. It was erected by XXIV Squadron, Royal Air Force, beside the village war memorial.

Hawker was portrayed by Corin Redgrave in the 1971 film Von Richthofen and Brown. In the 2008 film The Red Baron, he was played by Richard Krajčo.

title: Lanoe Hawker


text:
Albert Hourani

Albert Habib Hourani (ألبرت حبيب حوراني Albart Ḥabīb Ḥūrānī; 31 March 1915 – 17 January 1993) was a liberal Lebanese British historian, specialising in the history of the Middle East and Middle Eastern studies.

Background and education
Hourani was born in Manchester, England, the son of Soumaya Rassi and Fadlo Hourani, immigrants from Marjeyoun in what is now South Lebanon (see Lebanese diaspora). Fadlo had studied at what later became the American University of Beirut and settled in Manchester as a cotton merchant. Albert's brothers were George Hourani, philosopher, historian, and classicist, and Cecil Hourani, economic adviser to President of Tunisia Habib Bourguiba. His family had converted from Eastern Orthodoxy to Scottish Presbyterianism and his father became an elder of the local church in Manchester. Hourani himself, in turn, converted to Catholicism in adulthood. Fadlo had extensive business contacts with the Levantine community both in Manchester and in the Ottoman Empire, and Cecil Hourani commented on the household's mixed Anglo-Levantine culture:

"... to my earliest memories in Manchester there were two faces: the one Near Eastern, Lebanese, full of poetry, politics, and business; the other partly Scottish Presbyterian, full of Sunday church-going and Sunday school, partly English through an English nanny and a succession of English and Irish cooks and maids."

Fadlo Hourani tried to enroll Albert into a preparatory school in Manchester but it did not accept him as it did not take 'foreigners'; Fadlo instead opened an alternative school in which Albert studied until the age of fourteen. He later studied at Mill Hill School, London before attending Magdalen College, Oxford, where he studied Philosophy, Politics, Economics and History (with an emphasis on international relations in the politics section of the degree), graduating first in his class in 1936.

The academic H. A. R. Gibb was among his mentors.

Career
He taught in 1938–39 at the American University of Beirut, the first time he had lived in an Arabic speaking country In World War II he worked at the Royal Institute of International Affairs (aka Chatham House) and in the office of the British Minister of State in Cairo. When in Cairo, Hourani rented a room in Paul Kraus's house; in 1944 Kraus was found hanged in his bathroom for an alleged suicide.

After the war's end, he worked at the Arab Office in Jerusalem and London, where he helped prepare the Arab case for the Anglo-American Committee of Inquiry. Although he developed a liberal Arab nationalist sensibility as his education about the Middle East deepened, Hourani described himself as originally an unquestioning English liberal.

He began his academic career, which would occupy the rest of his life, in 1948, teaching at Magdalen College, St. Antony's College (where he created and directed the college's Middle East Centre), the American University of Beirut, the University of Chicago, the University of Pennsylvania, and Harvard. He ended his academic career as Fellow of St. Antony's and Reader in the History of the Modern Middle East at Oxford. Hourani trained more academic historians of the modern Middle East than any other university historian of his generation. Today his students can be found on the faculties of LSE, Oxford, Cambridge, Harvard, Yale, University of Pennsylvania, Columbia, MIT and the University of Haifa, among others. He was appointed CBE in the 1980 Birthday Honours.

Influence on Middle Eastern studies
According to historian Rashid Khalidi (quoted from within a series of essays gathered originally for a conference in Hourani's honor), "Hourani's students, and their students, have over the last few decades effectively populated and then produced the core of the field of modern Middle East history in North America and Europe, and parts of the Middle East and other regions as well (2016)".

Hourani's most popular work is A History of the Arab Peoples (1991), a readable introduction to the history of the Middle East and an international best seller. Arabic Thought in the Liberal Age 1789–1939 (1962) is one of the first scientific attempts at a comprehensive analysis of the nahda, the Arab revival of the 19th century, and the opening of the Arab world to modern European culture; it remains one of the major works on this subject. ''Syria and Lebanon. A Political Essay (1946) and Minorities in the Arab World'' (1947) are other major works. He also wrote extensive works on the orientalist perspective on Middle Eastern cultures through the 18th and 19th centuries, and he developed the influential concept of the "urban notables" – political and social elites in provincial Middle Eastern cities and towns that served as intermediaries between imperial capitals (such as Istanbul under the Ottoman Turks) and provincial society.

The top book prize in the Middle Eastern studies field is named the Albert Hourani Book Award and it is given annually by the Middle East Studies Association of North America (MESA). Hourani was an Honorary Fellow of both MESA and the American Historical Association (AHA).

Among his students are Abbas Amanat, Nazih Ayubi, Aziz al-Azmeh, Michael Gilsenan, Rashid Khalidi, Afaf Lutfi al-Sayyid Marsot, Roger Owen,Ilan Pappé, and André Raymond (and others).

Personal life
In 1955 Hourani married Christine Mary Odile Wegg-Prosser (1914–2003), while teaching at Magdalen College, Oxford. He died in Oxford in 1993 at the age of 77. His widow died in 2003 at the age of 89. Both are buried in Wolvercote Cemetery in Oxford.

They had a daughter, Susanna Hourani, who became professor of pharmacology and Head of Department in the School of Biomedical and Molecular Sciences of the University of Surrey.

title: Albert Hourani


text:
Talk:Fictitious entry

Fictitious entries on maps
The section begins:

 * Fictitious entries on maps may be called phantom settlements, trap streets, paper towns, cartographer's follies, or other names. They are intended to serve as traps for identifying copyright infringements.

But the section that follows doesn't back that up. The fictitious entities Goblu and Beatosu and Mount Richard are jokes, not copyright traps. The last paragraph explains that copyright traps are _not_ fictitious entities or other deliberate mistakes, but only stylistic fingerprints. Only one of the entries, Agloe, actually is a fictitious entity intended as a copyright trap, and of course that one ended up being non-fictitious. --50.0.128.103 (talk) 05:16, 11 February 2014 (UTC) Yes, I agree with this assessment. I have thus separate sections of the fictitious entries page into "practical jokes" and "copyright infringement" as these are two different examples of how fictitious entries are used. Asianflavoure (talk) 18:28, 4 October 2018 (UTC)Asianflavoure

External links modified
Hello fellow Wikipedians,

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 * Added archive https://web.archive.org/20080403100827/http://www.teknikmagasinet.se:80/nydb/db.pl?template_file=link_bluffen.html to http://www.teknikmagasinet.se/nydb/db.pl?template_file=link_bluffen.html

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Ghost titles
While unintentional, I noticed Foundation's John Clute, while reviewing Twentieth-Century Science-Fiction Writers, found a couple ghost titles? Would those go in this article or deserve their own separate entry?-- ☭ 🎆 🌎 🎼 🎺 🐦 03:22, 21 September 2016 (UTC)

trap street
This article and trap street wander around each others topic, especially on the issue of deliberate copyright. I reverted teh removal of a CN tag for that reason, although I can't see a simple way to resolve any forking at this late hour. cygnis insignis 20:02, 23 November 2018 (UTC)

"Edison County" listed at Redirects for discussion
A discussion is taking place to address the redirect Edison County. The discussion will occur at Redirects for discussion/Log/2020 December 1 until a consensus is reached, and readers of this page are welcome to contribute to the discussion. Smartyllama (talk) 22:14, 1 December 2020 (UTC)

title: Talk:Fictitious entry


text:
User:Mohan ravichandran

I have participated in

Mutazilites

Chennai

Santa Anna

The Moon Is a Harsh Mistress

Anarchy

Old English

The New Hampshire Gazette

title: User:Mohan ravichandran


text:
Telmex

Teléfonos de México, S.A.B. de C.V., known as Telmex is a Mexican telecommunications company headquartered in Mexico City that provides telecommunications products and services in Mexico. In 2014, Telmex was the dominant fixed-line phone carrier in Mexico. In addition to traditional fixed-line telephone service, Telmex offers Internet access through their Infinitum brand of Wi-Fi networks, data, hosted services and IT services. Telmex owns 90 percent of the telephone lines in Mexico City and 80 percent of the lines in the country. Telmex is a wholly owned subsidiary of América Móvil.

History
Telmex was founded in Mexico the January 1, 1947, when a group of Mexican investors bought Swedish Ericsson's Mexican branch. In 1950, the same investors bought the Mexican branch of the ITT Corporation, thus becoming the only telephone provider in the country. In 1972, the Mexican government bought the company.

In 1990, Telmex was bought by a group of investors formed principally by Carlos Slim Helú, France Télécom, and Southwestern Bell Corporation, whose tender was the largest. However, controversially, the payment itself took place over the course of the next several years, using revenues from the phone service.

After privatization, Telmex began investing in new modern infrastructure, creating a partial fiber optic network throughout the nation, thus offering service to 30% of the Mexican territory.

In 1991, the Mexican government sold its remaining stock in Telmex.

Cellphone mobile unit

In the 1990s, Telmex formed a subsidiary Radio Móvil Dipsa to provide mobile communications under the brand Telcel.

In 2000, Telmex spun off their mobile unit, creating América Móvil, which controls Radio Móvil Dipsa. It started with 80% of the mobile market.

In 2010, America Móvil (an independent company from its former parent company, Telmex) bought 60% of Telmex, paying over 23 billion dollars. In 2011, America Móvil purchased the remaining 40% of Telmex. In August 2012, America Móvil started the process to de-list Telmex from the Mexican Stock Exchange.

Internet
In the mid-1990s, Telmex began providing Internet access as an Internet service provider (ISP) with the brand Uninet. A year later, the brand was changed to Telmex Internet Directo Personal (Telmex Direct Personal Internet). In 1996, Telmex bought Prodigy Communications and took the brand to Mexico, renaming the service Prodigy Internet de Telmex. Thanks to their national coverage, Telmex rapidly became the leading national ISP. , Telmex holds more than 80% of the market as an ISP, and is also the leader in broadband access with its brand Prodigy Infinitum (ADSL).

In 2001, Telmex sold the U.S. branch of Prodigy Communications to SBC, which was dubbed SBC Prodigy. However, Telmex continues to own and operate Prodigy in Mexico. In 2004, Telmex claimed that the number of users of Prodigy Internet grew by 190%.

Telmex dropped the Prodigy name from its advertising in 2009, replacing it with the "Infinitum" brand of Telmex internet services since that year. The name Prodigy is still used in the Mexican local site of MSN.

Television
Telmex owns TV UNO and Claro Sports.

Long-distance competition
In the mid-1990s, AT&T Corporation and WorldCom (MCI), among others, began operating in Mexico, representing for the first time serious competition to Telmex.

Expansion

After spinning off América Móvil, Telmex started an expansion plan, which started with the purchase of Guatemala's Telgua. Later, Telmex bought former state-owned phone companies in Central America, and began operations in the US with Telmex USA.

In 2004, Telmex went into a shopping spree for undervalued operators in South America, including the purchase of AT&T's Latin American operations, giving it presence in Colombia, Venezuela, Peru, Paraguay, Chile, Argentina, Brazil, and Uruguay, and increased reach in the United States. In the same year, Telmex bought from MCI Brazil's largest and most important long-distance operator, Embratel, acquired Chile's Chilesat, took control of Argentina's Techtel (operating in Argentina and Uruguay), of which it already owned 60%, by purchasing the remaining 40% from the Techint group, and purchased Argentina's Metrored. In the US, Telmex bought 13.4% of bankrupt MCI.

At the same time, sister company America Movil pursued a similar strategy by acquiring cellular operators CTI Movil in Argentina and Uruguay, Claro in Brazil and Peru, Porta in Ecuador and Comcel in Colombia.

In 2005, Telmex sold its holdings in MCI to Verizon.

As of January 2006, Telmex continued buying assets in Latin America and in the USA.

In March 2006, there were rumors that Telmex was buying Verizon operations in the Caribbean. The reports said that the operation can include the wireless operation on each market. The total amount of this sale was estimated at nearly US$300 million.

In November 2006, an American embassy cable listed Telmex as among "Mexico's monopolists", with a 95% share of landlines. Its sister company Telcel was listed with a market share of 80% of cellular service.

In December 2006, Telmex announced agreement to acquire TV Cable and Cable Pacifico in Colombia. TV Cable offers cable television, Internet and Voice over IP services and has been in operation for 20 years. , the company serves 164,000 homes in Bogotá and Cali. Cable Pacifico serves nine states and its main operation is in Medellín. , Cable Pacifico has approximately 100,000 subscribers.

In January 2007, America Movil bought the Verizon operations in Puerto Rico, and days later Telmex and America Movil announced that their equally owned joint venture had agreed with Verizon Communications Inc. ("Verizon") to terminate the joint venture's agreement to acquire Verizon's indirect equity interests in Compañía Anónima Nacional Teléfonos de Venezuela (CANTV); subsequently, all of Verizon's holdings in CANTV were acquired in May 2007 by the Venezuelan government, reaching 86.2% of its total shares.

In January 2007, Telmex launched Prodigy Media, the first step to offer triple play services to the Mexican market. Days later, Telmex started the first Wi-Max network in Chile, offering local, long-distance and Internet services to 98% of the Chilean population.

In March 2007, Telmex bought Ecutel, a small telecommunications company in Ecuador that offers services to the corporate market.

In April 2007, Telmex announced agreement to acquire CABLECENTRO and SATELCARIBE in Colombia. CABLECENTRO offers cable TV and Internet access services and has been in operation for 7 years. Currently, the company operates in more than 50 cities in Colombia including Bogota, Cucuta, Bucaramanga, Ibague and Neiva, among others. SATELCARIBE offers cable TV and Internet access services and has been in operation for 7 years. Currently, the company operates in more than 15 cities in Colombia.

In December 2007, Telmex transferred its Latin American and yellow pages directory businesses to a new, separate entity, Telmex Internacional.

América Móvil takeover
In January 2010, América Móvil, the largest mobile phone company in Latin America, made an offer to buy Telmex and Telmex International in order to better compete against Spain's Telefonica and Malaysia's Telekom Malaysia. The acquisition was approved by the CFC (Comisión Federal de Competencia) Antitrust Office in Mexico on February 11, 2010.

América Móvil was once the mobile arm of Telmex, but in 2001, América Móvil was split off and grew larger than the former parent company.

title: Telmex


text:
Babeldaob

Babeldaob (also Babelthuap) is the largest island in the island nation of the Republic of Palau. It is in the western Caroline Islands, and the second largest island (after Guam) in the Micronesia region of Oceania. Palau's capital, Ngerulmud, is located on Babeldaob, in Melekeok State.

Babeldaob is one of the most underdeveloped populated islands in the Pacific Ocean. The area of Babeldaob, 331 km2, makes up over 70% of the land area of the entire Republic of Palau. It has about 30% of the country's population, with about 6,000 people living on it.

Geography
Babeldaob is located northeast of Koror Island, and its northern portion contains the site of the new national capital, Ngerulmud. The southern end of the island is in Airai State, Palau's second-most populous state. The Airai Airport on the island is the nation's principal airport.

The Koror-Babeldaob Bridge links Babeldaob Island at Airai to Koror Island.

Unlike most of the islands of Palau, Babeldaob is mountainous. It contains Palau's highest point, the 242 m-tall Mount Ngerchelchuus. Babeldaob's eastern coast has many sandy beaches, in particular north from Melekeok to Ngaraard, and the island's western coast has a shoreline with many mangrove forests.

Of the 16 states of Palau, Babeldaob encompasses 10, which are:
 * Aimeliik
 * Airai
 * Melekeok
 * Ngaraard
 * Ngarchelong
 * Ngardmau
 * Ngatpang
 * Ngchesar
 * Ngeremlengui
 * Ngiwal

Important Bird Areas
The central forested Middle Ridge of Babeldaob encompasses the headwaters of most of the island’s watersheds. Some 13,767 ha in area, it has been designated an Important Bird Area (IBA) by BirdLife International because it supports populations of most of Palau’s endemic birds, including Micronesian megapodes, Palau ground doves, Micronesian imperial pigeons, Palau fruit doves, swiftlets, owls and kingfishers, Micronesian myzomelas, morningbirds, Palau fantails, flycatchers and bush warblers, dusky and citrine white-eyes, and Micronesian starlings. The Western Ridge IBA adjoins Middle Ridge in the north-west of the island. This 2,608 ha site contains populations of the same bird species, as does the 1,135 ha Ngerutechei IBA on the western side of the island, which also includes riverine mangrove habitat.

History
First sighting of Babeldaob, Koror and Peleliu recorded by Europeans was by the Spanish expedition of Ruy López de Villalobos at the end of January 1543. They were then charted as Los Arrecifes ("The Reefs" in Spanish). In November and December 1710 these three islands were again visited and explored by the Spanish missionary expedition commanded by Sargento Mayor Francisco Padilla on board of the patache Santísima Trinidad. Two years later they were explored in detail by the expedition of Spanish naval officer Bernardo de Egoy. It was in the Spanish East Indies from 1686 to 1899.

As a consequence of the Spanish–American War, Spain sold Palau (including Babeldaob), the Carolines and the Northern Marianas (except Guam) to the German Empire for 17 million goldmark pursuant to the German–Spanish Treaty (1899). The newly acquired islands were administered from German New Guinea. Babeldaob was the destination to which the 426 members of the Sokehs tribe were banished by colonial authorities following the Sokehs Rebellion on Sokehs Island and Pohnpei.

In the early months of World War I, Imperial Japan occupied all German islands north of the equator. As a League of Nations mandatory power after the war, Japan returned the Sokehs to Pohnpei in stages between 1917 and 1927.

During World War II a Japanese garrison on Babeldaob was composed of 21,449 Imperial Japanese Army men under the command of Lieutenant-General Sadae Inoue and 8,286 Imperial Japanese Navy men under the command of Vice-Admiral Kenmi Itoh. Babeldaob was bypassed by the Allied forces during the war.

title: Babeldaob


text:
Lagting

Lagting, literally "Law Ting", can refer to:

 * Lagting, the Parliament of Åland
 * Lagting (Norway), the quasi-upper house of the Parliament of Norway from 1814 to 2009
 * Løgting, the parliament of the Faroe Islands

title: Lagting


text:
Bumper (car)

A bumper is a structure attached to or integrated with the front and rear ends of a motor vehicle, to absorb impact in a minor collision, ideally minimizing repair costs. Stiff metal bumpers appeared on automobiles as early as 1904 that had a mainly ornamental function. Numerous developments, improvements in materials and technologies, as well as greater focus on functionality for protecting vehicle components and improving safety have changed bumpers over the years. Bumpers ideally minimize height mismatches between vehicles and protect pedestrians from injury. Regulatory measures have been enacted to reduce vehicle repair costs and, more recently, impact on pedestrians.

History
Bumpers were, at first, just rigid metal bars. George Albert Lyon invented the earliest car bumper. The first bumper appeared on a vehicle in 1897, and Nesselsdorfer Wagenbau-Fabriksgesellschaft, an Austrian carmaker, installed it. The construction of these bumpers was unreliable as they featured only a cosmetic function. Early car owners had the front spring hanger bolt replaced with ones long enough to attach a metal bar. G.D. Fisher patented a bumper bracket to simplify the attachment of the accessory. The first bumper designed to absorb impacts appeared in 1901. It was made of rubber, and Frederick Simms gained a patent in 1905.

Automakers added bumpers in the mid-1910s, but consisted of a strip of steel across the front and back. Often treated as an optional accessory, bumpers became more and more common in the 1920s as automobile designers made them more complex and substantial. Over the next decades, chrome-plated bumpers became heavy, elaborative, and increasingly decorative until the late 1950s when U.S. automakers began establishing new bumper trends and brand-specific designs. The 1960s saw the use of lighter chrome-plated blade-like bumpers with a painted metal valance filling the space below it. Multi-piece construction became the norm as automakers incorporated grilles, lighting, and even rear exhaust into the bumpers.

On the 1968 Pontiac GTO, General Motors incorporated an "Endura" body-colored plastic front bumper designed to absorb low-speed impact without permanent deformation. It was featured in a TV advertisement with John DeLorean hitting the bumper with a sledgehammer and no damage resulted. Similar elastomeric bumpers were available on the front and rear of the 1970-71 Plymouth Barracuda. In 1971, Renault introduced a plastic bumper (sheet moulding compound) on the Renault 5.

Current design practice is for the bumper structure on modern automobiles to consist of a plastic cover over a reinforcement bar made of steel, aluminum, fiberglass composite, or plastic. Bumpers of most modern automobiles have been made of a combination of polycarbonate (PC) and acrylonitrile butadiene styrene (ABS) called PC/ABS.

Physics
Bumpers offer protection to other vehicle components by dissipating the kinetic energy generated by an impact. This energy is a function of vehicle mass and velocity squared. The kinetic energy is equal to 1/2 the product of the mass and the square of the speed. In formula form:

 * $$E_\text{k} =\tfrac{1}{2} mv^2 $$

A bumper that protects vehicle components from damage at 5 miles per hour must be four times as tough as a bumper that protects at 2.5 miles per hour, with the collision energy dissipation concentrated at the extreme front and rear of the vehicle. Small increases in bumper protection can lead to weight gain and loss of fuel efficiency.

Until 1959, rigidity was seen as beneficial to occupant safety among automotive engineers. Modern theories of vehicle crashworthiness point in the opposite direction, towards vehicles that crumple progressively. A completely rigid vehicle might have excellent bumper protection for vehicle components, but would offer poor occupant safety.

Pedestrian safety
Bumpers are increasingly being designed to mitigate injury to pedestrians struck by cars, such as through the use of bumper covers made of flexible materials. Front bumpers, especially, have been lowered and made of softer materials, such as foams and crushable plastics, to reduce the severity of impact on legs.

Height mismatches
For passenger cars, the height and placement of bumpers are legally specified under both U.S. and EU regulations. Bumpers do not protect against moderate-speed collisions, because during emergency braking, suspension changes the pitch of each vehicle, so bumpers can bypass each other when the vehicles collide. Preventing override and underride can be accomplished by extremely tall bumper surfaces. Active suspension is another solution to keeping the vehicle level.

Bumper height from the roadway surface is essential in engaging other protective systems. Airbag deployment sensors typically do not trigger until contact with an obstruction, and it is crucial that front bumpers be the first parts of a vehicle to make contact in the event of a frontal collision, to leave sufficient time to inflate the protective cushions.

Energy-absorbing crush zones are completely ineffective if they are physically bypassed; an extreme example of this occurs when the elevated platform of a tractor-trailer completely misses the front bumper of a passenger car, and the first contact is with the glass windshield of the passenger compartment.

Truck vs. car
Underride collisions, in which a smaller vehicle such as a passenger sedan slides under a larger vehicle such as a tractor-trailer often result in severe injuries or fatalities. The platform bed of a typical tractor-trailer is at the head height of seated adults in a typical passenger car and thus can cause severe head trauma in even a moderate-speed collision. Around 500 people are killed this way in the United States annually.

Following the June 1967 death of actress Jayne Mansfield in an auto/truck accident, the U.S. National Highway Traffic Safety Administration recommended requiring a rear underride guard, also known as a "Mansfield bar", an "ICC bar", or a "DOT (Department of Transportation) bumper". These may not be more than 22 in from the road. The U.S. trucking industry has been slow to upgrade this safety feature, and there are no requirements to repair ICC bars damaged in service. However, in 1996 NHTSA upgraded the requirements for the rear underride prevention structure on truck trailers, and Transport Canada went further with an even more stringent requirement for energy-absorbing rear underride guards. In July 2015, NHTSA issued a proposal to upgrade the U.S. performance requirements for underride guards.

Many European nations have also required side underride guards to mitigate lethal collisions where the car impacts the truck from the side. A variety of different types of side underride guards of this nature are in use in Japan, the US, and Canada. However, they are not required in the United States.

UN Regulation 58 sets forth requirements for rear underrun protective devices (RUPDs) and their installation, among which is that trucks and trailers of various types must have such devices with height above the ground not more than 45 cm, 50 cm, or 55 cm.

SUV vs. car
Mismatches between SUV bumper heights and passenger car side impact beams have allowed serious injuries at relatively low speeds. In the United States, NHTSA is studying how to address this issue.

Beyond lethal interactions, repair costs of passenger car/SUV collisions can also be significant due to the height mismatch. This mismatch can result in vehicles being so severely damaged that they are inoperable after low-speed collisions.

Regulation
In most jurisdictions, bumpers are legally required on all vehicles. Regulations for automobile bumpers have been implemented for two reasons – to allow the car to sustain a low-speed impact without damage to the vehicle's safety systems, and to protect pedestrians from injury. These requirements conflict: bumpers that withstand impact well and minimize repair costs tend to injure pedestrians more, while pedestrian-friendly bumpers tend to have higher repair costs.

Although a vehicle's bumper systems are designed to absorb the energy of low-speed collisions and help protect the car's safety and other expensive nearby components, most bumpers are designed to meet only the minimum regulatory standards.

International standards
International safety regulations, devised initially as European standards under the auspices of the United Nations, have now been adopted by most countries outside North America. These specify that a car's safety systems must still function normally after a straight-on pendulum or moving-barrier impact of 4 km/h to the front and the rear, and to the front and rear corners of 2.5 km/h at 45.5 cm above the ground with the vehicle loaded or unloaded.

Pedestrian safety
European countries have implemented regulations to address the issue of 270,000 deaths annually in worldwide pedestrian/auto accidents.

Bull bars
Specialized bumpers, known as "bull bars" or "roo bars", protect vehicles in rural environments from collisions with large animals. However, studies have shown that such bars increase the threat of death and serious injury to pedestrians in urban environments, because the bull bar is rigid and transmits all force of a collision to the pedestrian, unlike a bumper, which absorbs some force and crumples. In the European Union, the sale of rigid metal bull bars that do not comply with the relevant pedestrian-protection safety standards has been banned.

Off-road bumpers
Off-road vehicles often utilize aftermarket off-road bumpers made of heavy gauge metal to improve clearance (height above terrain), maximize departure angles, clear larger tires, and ensure additional protection. Similar or identical to bull bars, off-road bumpers feature a rigid construction and do not absorb (by plastic deformation) any energy in a collision, which is more dangerous for pedestrians than factory plastic bumpers. The legality of the aftermarket off-road bumpers varies by jurisdiction.

United States
Bumper regulations in the United States focus on preventing low-speed accidents from impairing safe vehicle operation, limiting damage to safety-related vehicle components, and containing the costs of repair after a crash.

First standards 1971
In 1971, the U.S. National Highway Traffic Safety Administration (NHTSA) issued the country's first regulation applicable to passenger car bumpers. Federal Motor Vehicle Safety Standard No. 215 (FMVSS 215), "Exterior Protection," took effect on 1 September 1972—when most automakers would begin producing their model year 1973 vehicles. The standard prohibited functional damage to specified safety-related components such as headlamps and fuel system components when the vehicle is subjected to barrier crash tests at 5 mph for front and 2.5 mph for rear bumper systems. The requirements effectively eliminated automobile bumper designs that featured integral automotive lighting components such as tail lamps.

In October 1972, the U.S. Congress enacted the Motor Vehicle Information and Cost Saving Act (MVICS), which required NHTSA to issue a bumper standard that yields the "maximum feasible reduction of cost to the public and to the consumer". Factors considered included the costs and benefits of implementation, the standard's effect on insurance costs and legal fees, savings in consumer time and inconvenience, as well as health and safety considerations.

The 1973 model year passenger cars sold in the U.S. used a variety of designs. They ranged from non-dynamic versions with solid rubber guards, to "recoverable" designs with oil and nitrogen filled telescoping shock-absorbers.

The standards were further tightened for the 1974 model year passenger cars, with standardized height front and rear bumpers that could take angle impacts at 5 mph with no damage to the car's lights, safety equipment, and engine. There was no provision in the law for consumers to 'opt out' of this protection.

Regulatory effect on design
The regulations specified bumper performance; they did not prescribe any particular bumper design. Nevertheless, many cars for the U.S. market were equipped with bulky, massive, protruding bumpers to comply with the 5-mile-per-hour bumper standard in effect from 1973 to 1982. This often meant additional overall vehicle length, as well as new front and rear designs to incorporate the stronger energy-absorbing bumpers, adding weight to the extremities of the vehicle. Passenger cars featured gap-concealing flexible filler panels between the bumpers and the car's bodywork causing them to have a "massive, blockish look". However, other bumper designs also met the requirements. The 1973 AMC Matador coupe had free-standing bumpers with rubber gaiters alone to conceal the retractable shock absorbers. "Endura" bumpers, compliant with the regulations yet tightly integrated into the front bodywork, were used on models such as the Pontiac Grand Am starting in 1973 and the Chevrolet Monte Carlo starting in 1978, with significantly lower mass than heavy chromed-steel bumpers with separate impact energy absorbers.

The bumper regulations applied to all passenger cars, both American-made and imported. With exceptions including the Volvo 240, Porsche 911, and Rolls-Royce Silver Shadow, European and Asian automakers tended to put compliant bumpers only on cars destined for the U.S. and Canadian markets where the regulations applied. This meant their North American-spec cars tended to look different than versions of the same model sold elsewhere. U.S. bumper-height requirements effectively made some models, such as the Citroën SM, ineligible for importation to the United States. Unlike international safety regulations, U.S. regulations were written without provision for hydropneumatic suspension.

Zero-damage standards 1976
The requirements promulgated under MVICS were consolidated with the requirements of Federal Motor Vehicle Safety Standard Number 215 (FMVSS 215, "Exterior Protection of Vehicles") and promulgated in March 1976. This new bumper standard was placed in the United States Code of Federal Regulations at 49 CFR 581, separate from the Federal Motor Vehicle Safety Standards at 49CFR571. The new requirements, applicable to 1979-model year passenger cars, were called the "Phase I" standard. At the same time, a zero-damage requirement, "Phase II", was enacted for bumper systems on 1980 and newer cars. The most rigorous requirements applied to 1980 through 1982 model vehicles; 5 mph front and rear barrier and pendulum crash tests were required, and no damage was allowed to the bumper beyond a 3/8 in dent and 3/4 in displacement from the bumper's original position.

All-wheel-drive "cross-over" cars such as the AMC Eagle were classified as multi-purpose vehicles or trucks, and thus exempt from the passenger car bumper standards.

Stringency reduced in 1982
The recently elected Reagan administration had pledged to use cost–benefit analysis to reduce regulatory burdens on industry, which impacted this standard.

As discussed in detail under Physics, before 1959, people believed the stronger the structure, including the bumpers, the safer the car. A later analysis led to the understanding of crumple zones, rather than rigid construction that proved deadly to passengers because the force from impact went straight inside the vehicle and onto the passenger.

NHTSA amended the bumper standard in May 1982, halving the front and rear crash test speeds for 1983 and newer car bumpers from 5 mph to 2.5 mph, and the corner crash test speeds from 3 mph to 1.5 mph. In addition, the zero-damage Phase II requirement was rolled back to the damage allowances of Phase I. At the same time, a passenger car bumper height requirement of 16 to(-) was established for passenger cars.

NHTSA evaluated the results of its change in 1987, noting it resulted in lower weight and manufacturing costs, offset by higher repair costs.

Despite these findings, consumer and insurance groups decried the weakened bumper standard. They argued that the 1982 standard increased overall consumer costs without any attendant benefits except for automakers. In 1986, Consumers Union petitioned NHTSA to return to the Phase II standard and disclose bumper strength information to consumers. In 1990, NHTSA rejected that petition.

Consumer information
In the United States, the Insurance Institute for Highway Safety (IIHS) subjects vehicles to low-speed barrier tests (6 mph) and publishes the results, including repair costs. Car makers that do well in these tests tend to publicize the results.

In 1990, the IIHS conducted four crash tests on three different-year examples of the Plymouth Horizon. The results illustrate the effect of the changes to the U.S. bumper regulations (repair costs are quoted in 1990 United States dollars):
 * 1983 Horizon with Phase-II 5-mph bumpers: $287
 * 1983 Horizon with Phase-I 2.5-mph bumpers: $918
 * 1990 Horizon: $1,476

Bumpers today
Today's bumpers are designed to mitigate injuries to pedestrians and minimize weight at the ends of the vehicle, thereby increasing occupant protection from progressive crumpling in a serious accident. They are no longer made of steel and rubber, but of a plastic outer fascia over a lightweight, impact-absorbing polystyrene foam core.

Canada
Automobile bumper standards in Canada were first enacted simultaneously as those in the United States. These were closely similar to the 8 km/h U.S. regulation, and the Canadian requirements were not lowered to 4 km/h in 1982 as was done in the United States.

Some automakers provided stronger Canadian-specification bumpers throughout the North American market, while others chose weaker bumpers in the U.S. market. This limited grey import vehicles between the U.S. and Canada.

In early 2009, Canada's regulation shifted to harmonize with U.S. Federal standards and international UN Regulations. As in the U.S., consumer protection groups opposed the change, while Canadian regulators maintained that the 4 km/h test speed is used worldwide and is more compatible with improved pedestrian protection in vehicle-pedestrian crashes.

title: Bumper (car)


text:
Talk:Mulatto

Orphaned references in Mulatto
I check pages listed in Category:Pages with incorrect ref formatting to try to fix reference errors. One of the things I do is look for content for orphaned references in wikilinked articles. I have found content for some of Mulatto's orphans, the problem is that I found more than one version. I can't determine which (if any) is correct for this article, so I am asking for a sentient editor to look it over and copy the correct ref content into this article.

Reference named "auto1": From Mestizo: Mörner, Race Mixture, p. 55. From Haiti:  From Brazil:

I apologize if any of the above are effectively identical; I am just a simple computer program, so I can't determine whether minor differences are significant or not. Feel free to remove this comment after fixing the refs. AnomieBOT ⚡ 00:03, 19 October 2023 (UTC)

False claim
User @MonsenorNouel is including the false claim that "Brazil has the largest mulatto population in the world". None of the "sources" state the claim. He is doing WP:SYNTH and WP:OR and therefore the claim must be removed. Torimem (talk) 13:40, 16 May 2024 (UTC)

 * Now removed. I agree that there are obvious OR/SYNTH concerns to be overcome here. I have no particular reason to doubt that Brazil has the largest mulatto population in the world, but we need a source saying so explicitly. Firefangledfeathers (talk / contribs) 19:05, 3 June 2024 (UTC)

title: Talk:Mulatto


text:
Cadillac Seville

The Cadillac Seville is a mid-size luxury car manufactured by Cadillac from the 1976 to 2004 model years as a smaller-sized, premium model. It was replaced by the STS in 2004 for the 2005 model year.

Origin of the name
The name of "Cadillac's first small car" was selected over a revival of LaSalle or the GM design staff's preference, LaScala, primarily because, as noted by GM Marketing Director Gordon Horsburgh, "It had no negatives." The initial suggestion was "Leland" in honor of one of the make's founders but it was rejected because most buyers wouldn't understand the reference and Henry Leland had also founded rival Lincoln. Hundreds of suggestions were considered: after extensive research, LaSalle was the top pick with St. Moritz a distant second, trailed further by Seville. A troubled past (LaSalle) and difficult pronunciation (St. Moritz) led to the eventual selection of the Seville nameplate.

Seville is the name of a Spanish province and its capital, renowned for its history and treasures of art and architecture. Cadillac had first used the nameplate for a two-door hardtop version of the 1956 Eldorado. 1960 was the last model year for the Eldorado Seville, returning in 1967 under a different name.

First generation (1976–1979)
The Seville, introduced in May 1975 as an early 1976 model, was Cadillac's answer to the rising popularity of European luxury imports as Mercedes-Benz, Audi and BMW. GM planners were becoming concerned that the division's once-vaunted image as the "standard of the world" was fading, especially among younger generations of car buyers.

Over time, European luxury cars had become quite luxurious and even more expensive than the much larger Cadillacs. As market share of these imports continued to climb, it became obvious that the traditional American automotive paradigm of "bigger equals better" had begun to falter. The Seville became the smallest and most expensive model in the lineup, turning Cadillac's traditional marketing and pricing strategy upside down and also partially succeeding the Calais as the "smallest, Chevrolet-based Cadillac". Full size design prototypes were created as early as winter of 1972–73 (wearing the tentative name LaSalle, reviving the Cadillac junior brand from 1927 to 1940). Subsequent design prototypes looked edgier (specifically a 1973 named LaScala which forwardly hinted at the 1992 Seville).

Styling took strong cues from the Rolls-Royce Silver Shadow. Cadillac stylists added a crisp, angular body that set the tone for GM styling for the next decade, along with a wide track stance, giving the car a substantial, premium appearance. A wide chrome grille flanked by quadruple rectangular headlamps with narrow parking and signal lamps just below the header panel, while small wrap-around rectangular tail lamps placed at the outermost corners of the rear gave the appearance of a lower, leaner, and wider car. The taillight design was similar to that used on a rejected Coupe DeVille concept.

Unibody construction included a bolt-on subframe with a rear suspension based on the rear-wheel drive 1968–74 X-body platform that underpinned the Chevrolet Nova. It also featured a rear differential with thicker front subframe bushings similar to the second generation F platform used in the Camaro, Firebird, and the 1975–79 X-body platform. Substantial re-engineering and upgrades from these humble origins earned it the unique designation "K-body" (rather than "X-special" following the format of the A-special Chevrolet Monte Carlo/Pontiac Grand Prix and B-special Buick Riviera). Also shared with the X-body platform was part of the roof stamping and trunk floor pan (for 1973 and newer vehicles).

Seville engineers chose the X-body platform instead of the originally-intended to be used German Opel Diplomat in response to GM's budget restrictions—executives felt re-engineering an Opel would be more costly. Another proposal during development was a front-wheel drive layout similar to the Cadillac Eldorado. This proposal was also rejected because of budget concerns since the transaxle used for the Eldorado was produced on a limited basis solely for the E-body (Eldorado/Toronado) and the GMC motorhome of the mid-1970s.

Introduced in mid-1975 and billed as the new "internationally-sized" Cadillac, the Seville was almost 1000 lb lighter than the full-sized Deville. The Seville was thus more nimble and easy to park, as well as retaining a full complement of Cadillac features. More expensive than any other Cadillac (except the Series 75 Fleetwood factory limousines) at US$12,479 ($0 in dollars ), the Seville was modestly successful. It spawned several imitators including the Lincoln Versailles and the Chrysler LeBaron (Fifth Avenue after 1982). To ensure the quality of the initial production run, the first 2,000 units produced were identical in color (Georgian silver) and options. This enabled workers to "ramp up" to building different configurations. Total 1976 Seville production was 43,772 vehicles.

Early Sevilles produced between April 1975 (a total of 16,355) to the close of the 1976 model year were the first Cadillacs to use the smaller GM wheel bolt pattern (5 lugs with a 4.75 in bolt circle; the 2003–2009 XLR also uses this pattern). The first Sevilles shared a minority of components with the X-Body. The rear drums measured 11 in and were similar to the ones used with the Nova 9C1 (police option) and A-body (Chevelle, Cutlass, Regal, LeMans) intermediate station wagons. Starting with the 1977 model year, production Sevilles used the larger 5-lug bolt circle common to full-size Chevrolet passenger cars (1971–76), Cadillacs, Buicks, Oldsmobiles, Pontiacs, and half-ton Chevrolet/GMC light trucks and vans. It also received rear disc brakes, a design which would surface a year later as an option on the F-body Pontiac Trans Am. 1975–76 models included a vinyl roof, to less expensively cover the roof's two part construction, the rear section around the C-pillar was pressed especially for Cadillac and X-body pressing was used for the forward section. Due to customer demand, a painted steel roof was offered in 1977, requiring a new full roof stamping. 1977 Seville production increased slightly to 45,060 vehicles. The last year, production increased to the first generation's peak production, at 56,985.

The engine was an Oldsmobile-sourced 350 CID V8, fitted with a Bendix/Bosch electronically controlled fuel injection. This system gave the Seville smooth drivability and performance that was usually lacking in domestic cars of this early emissions control era. Power output was 180 hp, gas mileage was 15 MPG in the city and 21 MPG on the highway while the full-size Cadillacs were still getting single digit gas mileages (15 and 21 mpgus respectively). Performance was considered good for the era, with zero-to-60 mi/h taking 11.5 seconds. A diesel 350 CID LF9 V8 was added in 1978.

For model years 1978–1979, the Seville offered a trip computer, marketed as Tripmaster at an extra cost of $920. It replaced the two standard analogue gauges with an electronic digital readout for the speedometer and remaining fuel. It also replaced the quartz digital clock with an LED version. The trip computer performed various calculations on a small panel to the right of the steering wheel, including miles to empty, miles per gallon and destination arrival time (which needed to be programmed by the driver, to estimate arrival time based on miles remaining). Though preceded by the British 1976 Aston Martin Lagonda sedan, the Seville was the first American automobile to offer full electronic instrumentation. Although the 1978 Continental Mark V was available with a "Miles-To-Empty" feature (i.e., an LED readout of miles left to travel based on the fuel remaining), Lincoln did not offer full electronic instrumentation until 1980. The trip computer proved an unpopular option and was rarely ordered. A digital instrument cluster was not available on the Seville and Eldorado again until 1981. Although this feature itself was no longer available, the new electronic fuel data system introduced in 1980, as well as the new electronic heating and air conditioning controls, replaced some of the trip computer functions.

A number of custom coach builders made modifications to the 1975–1979 Seville, including shortened 2-seat 2-door convertibles, a 2-door convertible with a back seat, a 2-door pickup truck, 2-door coupes, 2- and 4-door lengthened-hood Sevilles with a fake spare tire in each front fender, and a lengthened-wheelbase standard 4-door Seville. In the late 1970s, Florida coachbuilder, Grandeur Motor Car Company, offered converted Sevilles with neoclassical 1930s styling cues. These sedans were converted into 2-door coupes with an elongated hood, fake spare tire covers on both sides, a small portal window in the rear right section of the vinyl-covered roof, and an upright Rolls-Royce-like grille. An estimated 600 Seville Opera Coupes were produced.

The Seville was manufactured in Iran under the brand name of "Cadillac Iran" from 1978 to 1987 by Pars Khodro, which was known as "Iran General Motors" before the Islamic Revolution. A total of 2,653 Cadillacs were made in Iran during this period. This made Iran the only country assembling Cadillacs outside the US until 1997 when the Opel Omega-based Catera was built in Germany for US sale. The Cadillac BLS, built in Sweden exclusively for European market, was introduced in 2006. Although the Allanté had an Italian-sourced body and interior, its final assembly was done in the US.

Seville Elegante
From 1978, through the third generation in 1988, the Seville was available with the Elegante package. It added a unique black/silver two-tone exterior paint combination and perforated leather seats in light gray only. Real wire wheels were standard as were a host of other features which were optional or unavailable on the base Seville.

In 1979, a second color combination was added, a two-tone copper shade with a matching leather interior. For the second generation Elegante in 1985, a monotone paint combination became available; however, dual-shade combinations, later available in various colors, remained more popular. The price for this package increased over time from $2,600 in 1978 ($0 in dollars ) to $4,005 ($0 in  dollars ) in 1987 in addition to the base price.

Second generation (1980–1985)
While the first-generation Seville had proved quite successful, it failed in its primary mission of winning over younger import buyers. Marketing research indicated that the car was most popular with older women who wanted a Cadillac in a smaller, more maneuverable size. For the 1980 model year, the Seville's K-body platform became front-wheel drive, based on the E-body Eldorado, Buick Riviera, and Oldsmobile Toronado. Length and wheelbase were similar, with the car losing 0.3" in wheelbase and gaining 0.8" overall. The new model featured independent rear suspension and was the first American car to have a standard diesel engine, carried over from the previous generation. Cadillac's new 368 cuin L62 V8 with Digital Fuel Injection was a no-cost option except in California, where the fuel-injected Oldsmobile 350 remained available as a no-cost option.

The razor-edged bustle-back rear styling drew inspiration from English coachbuilder Hooper & Co.'s "Empress Line" designs from the early 1950s, which were considered a dramatic, modern take on the mid-'30s style of trunk/body integration. In addition, long hood/short deck proportions were inspired by luxury cars of the 1960s. The Seville's "statement" bustle-back styling was the ultimate realization of many previous conceptual design efforts by GM designer Wayne Kady. The Seville was also one of the last vehicles designed under the leadership of then General Motors Vice President of Design Bill Mitchell, who was a major proponent of the bustle-back design. Bill's immediate predecessor, former Vice President of Design Harley Earl, had originally appointed Mitchell as Cadillac's first Chief Designer in 1936. It was swiftly imitated by the 1982–87 Lincoln Continental sedan and the 1981–83 Imperial coupe. Sales were strong at first, but disastrous flirtation with diesel engines and the ill-fated V-8-6-4 variable displacement gasoline engine, coupled with poor quality control eroded Seville's standing in the marketplace.

The Seville introduced features that would become traditional in later years. In 1981, memory seats appeared—a feature not seen on a Cadillac since the Eldorado Broughams of the late 1950s. This option allowed two stored positions to be recalled at the touch of a button. Also new for 1981 was a digital instrument cluster. The "Cadillac Trip Computer" was a precursor to this option in 1978. Available until 1985, it was considerably less expensive than the trip computer and featured just a digital speedometer and fuel gauge. Engine options changed for 1981: the V8 was now equipped with the V8-6-4 variable displacement technology. However, the engine management systems of the time proved too slow to run the system reliably. A 252 cuin Buick V6 was added as a credit option. Puncture-sealing tires were also new.

In 1982, Seville offered heated outside rear-view mirrors with an optional rear defogger. Inside, a "Symphony Sound" stereo cassette tape system was available. The previously standard diesel engine became an option with the introduction of a new 250 cuin HT-4100. This engine had a number of reliability issues, such as weak, porous aluminum block castings and failure-prone intake manifold gaskets.

For 1983, the Buick V6 was dropped and a new "Delco/Bose" stereo cassette system was offered at $895. Initially looking like a standard Delco radio, from 1984 onward it featured a brushed gold-look front panel and bulbous lower interior door speaker assemblies. This was also the last year for an available 8-track stereo system. From 1983 through 1985, it was available with a fake cabriolet roof option which gave the appearance of a four-door convertible.

Production Figures:

Engines
In 1980, the 350 ci L49 was only available for California.

Third generation (1986–1991)
The 1985 featured a transverse-mounted V8 driving the front wheels, an advanced transmission, and EPA fuel mileage of nearly 30 mpgus on the highway. The Seville's computerized engine management system featured a BCM/ECM (Body Control Module/Engine Control Module) and an electronic dashboard using high-intensity vacuum fluorescent displays — made possibly after GM's acquisition of Hughes Electronics.

With sales substantially below expectations, Cadillac facelifted the exterior for model year 1988. This was the final generation to have an annual grille facelift. Cadillac introduced the Seville Touring Sedan (STS) trim level this model year, equipped with the FE2 touring suspension, 15-inch alloy wheels, upgraded springs, a rear sway bar, a 15.6:1 steering ratio for enhanced handling, grille mounted emblem, cloisonne trunk lock cover, and a four-passenger interior. Seville Touring Sedan production totaled 1,499 units in 1988. The first 1988 STSs were custom built by Cars and Concepts and announced at that year's Detroit Grand Prix. These initial run models were available to VIPs within General Motors, the Cadillac Division, some major shareholders and a short list of dignitaries. A special label was affixed to the lower corner of the driver-side front door identifying it as one of the original STSs. The Elegante trim package, first introduced on Seville in 1978, was discontinued after the 1988 model year.

For 1989, the first production STSs were sold as a "Limited Edition" with option code of YP6. Features from the 1988 model were carried over with the addition of a retuned suspension package for more precise steering and firmer feel of the road. Additional features included hand-stitched beechwood ultrasoft leather seats, anti-lock braking, touring suspension, a 3.3:1 drive ratio, 15-inch cast aluminum alloy wheels, and Goodyear Eagle GT4 blackwall tires.

Additional STS features included: grille with flush-mounted wreath-and-crest, modified driver's front fender with the cornering light moved to the front fascia and headlight monitors removed, matching body-color front lower airdam and bodyside moldings, matte black export license pocket with bright bead, matte black front bumper impact pads and rear bumper guard vertical inserts, matching body color outside rearview mirrors with a black patch, modified (from Eldorado) rear reflexes (moved to the bumper), modified export taillamps with three-color European-style lenses, an STS nameplate on the deck lid, and an STS-exclusive cloisonne deck lid lock cover.

The STS interior had a 12-way power front seat, manual articulating front seat headrests, center front armrest with cassette and coin/cup storage console trimmed in ultrasoft leather, netted map pockets, rear bucket seats with integral headrests, center rear console and rear storage compartment, leather-wrapped front and rear door trim panels, door pull straps and overhead pull straps, high-gloss elm burl real wood appliques on door trim panels and switch plates, horn pad and bar, instrument panel and front and rear consoles, floor carpet (marketed as Beechwood Thaxton carpet) and a decklid liner in tara material with STS logo. Other standard STS features included automatic door locks, illuminated driver and passenger side visor vanity mirrors, illuminated entry system, rear window defogger, a theft-deterrent system, and trunk mat.

Four exterior colors were available for the STS this year: White Diamond, Sable Black, Black Sapphire, or Carmine Red. 1,893 Seville Touring Sedans (STS) were produced for the 1989 model year. The first models were leftovers from the Cars and Concepts run of the 1988 production year with the special sticker located on the lower part on the inside of the driver's door. These were produced prior to December 1988 for the 1989 production year and are rare. The last 6 digits of these VIN numbers would be below 808000. As with the 1988 model, a special 3.25" x 2" black/silver chrome label was affixed to the lower inside area of the driver-side front door by Cars and Concepts identifying it as one of the original STS models.

In 1990, the Seville received a new fuel injection system, increasing horsepower to 180. Front park lamps were no longer fender-mounted with any Cadillac model, and the STS was further modified, receiving revised side and rear body color fascias as well as dual exhaust outlets with bright stainless outlets, a larger STS trunk script, standard Teves anti-lock braking system with rear discs, and 16-inch machine finished alloy wheels on Goodyear Eagle GT+4 tires. A driver's side airbag was also added to Seville and STS. While the engine was the same as used in regular Seville models, the transmission had a special final drive ratio of 3.33:1 for better acceleration. The 1990 STS also received its own body designation of 6KY69 and prices started at $36,320. 1990 STS production totaled 2,811 vehicles.

There were no body changes in 1991, and the V8's displacement increased to 4.9-liter and featured a 4T60E electronically controlled transmission. The new V8 no longer used the A.I.R. system and additional refinements to the internals increased horsepower to 200. The only change to the STS was the removal of the rear bucket seats for a full-width bench and new front seats with larger side bolsters taken from the prior year's Eldorado Touring Coupe. 2,206 were produced.

Production Figures:

Fourth generation (1992–1997)
The Seville was redesigned for 1992. Wheelbase and overall length increased to 111 in and 203.9 in, respectively. The upright formal roofline was replaced by a steeply-raked rear window. The range was divided into two sub-models:
 * The Seville Luxury Sedan (SLS) was introduced with the 4.9 L HT-4900 V8 and received a 270 hp LD8 Northstar V8 for 1994
 * The Seville Touring Sedan (STS) also began with the 4.9 L HT-4900 in 1992 and was upgraded to the 295 hp L37 Northstar in 1993

The Seville Touring Sedan was Motor Trend magazine's Car of the Year for 1992. It also made Car and Driver magazine's Ten Best list that year. The Seville STS adopted styling cues from the 1988 Cadillac Voyage concept car.

0–60 mph times were 7.4 seconds for the SLS and 6.9 seconds for the STS. Rain sensing wipers, called RainSense, were standard on the STS.

From 1994, both models were equipped with the GM 4T80 transmission but different final drive. There were model specific bumpers, side plastic molding and rear taillights. The STS models featured body-colored front grille, while the SLS models had a chrome-plated grille and a Cadillac hood badge. On the inside, the STS models used more Zebrawood trim compared to the SLS. The seats in the STS models were covered with perforated leather in contrast with the non-perforated leather on the SLS. The SLS models could have been specified with the optional column shifter. The STS models featured Active suspension (CVRSS) while the SLS models were equipped with passive suspension. Both models were equipped with speed-sensitive steering effort and rear pneumatic Self-levelling suspension, power antenna, soft-close trunk lid and 2 driver memories for seats, rear view mirrors, climate control, and sound system settings.

The 1993 addition of the Northstar System, including the Northstar quad-cam 32-valve aluminum V8 and a new unequal-length control arm rear suspension to the STS, helped increase sales. The rear suspension previously featured a single transverse leaf spring like the Chevrolet Corvette.

As of 1994 model year, the Seville STS (and companion Eldorado ETC) became the most powerful front-wheel-drive cars on the market at 300 hp (224 kW).

For the 1996 production year, on both models, the interior was revised including seats, central console, shifter knob and door trim. Due to the 1996 OBD-II compliance mandate most electronic modules were revised. Two sound system options were introduced, the base Delco Electronics and the optional BOSE, both sound systems featured AM/FM radio and tape player. Both could be connected to the optional trunk-mounted 12-disc CD player and the optional cellular phone. The BOSE sound system included 4 amplifiers and added Digital signal processor (DSP) and Radio Data System (RDS). In some export markets the sound system was slightly different. Steering controls were standard for the climate control and the sound system. The exterior changes are minimal, for the STS models new 7-spoke 16-inch aluminum rims were introduced in silver finish and as an option in chrome finish. Depending on the tire options, the top speed was limited to 130 mph ("H" rated tires) or 156 mph ("Z" rated tires).

In 1997 some of the electronic modules were further updated for OBD-II compliance reasons, a revised climate control module is introduced and there are updates to the stability system with the addition of a yaw sensor. Some of the advanced DIC self diagnostic features were removed requiring a TechII scanner tool instead. The TheftLock feature is added to the Head Unit (HU). The heated windshield option is no longer available for 1997.

Base prices for both models peaked in 1996 at US$42,995 for the SLS and US$47,495  for the STS but the increasingly competitive luxury car market resulted in price reductions for 1997. They were reduced to $39,995 for the SLS and $44,995  for the STS.

Production Figures:

Fifth generation (1998–2004)
A redesigned Seville was introduced in late 1997 for 1998 MY, built on GM's G platform (which GM chose to continue to refer to as the K). All transverse engine front-wheel drive Sevilles were built in Hamtramck, Michigan.

The wheelbase was extended to 112.2 in but the overall length was down slightly to 201 in. The car looked similar to the fourth-generation model, and featured numerous suspension and drivability revisions. The Seville STS (and companion Eldorado ETC) continued as the most powerful front-wheel-drive cars on the market at 300 hp (224 kW). The top STS model ran 0–60 mph in 6.4 seconds and had a 14.8 second quarter-mile time.

The fifth-generation Seville was the first Cadillac engineered in both left- and right-hand-drive form; and the first modern Cadillac to be officially marketed in a right-hand-drive market (the United Kingdom). Models sold in Japan were left-hand drive. In the past, right-hand-drive Cadillacs were manufactured from CKD kits or special conversion kits shipped for local conversion. An export version was produced with narrower bumpers to get under a 5-meter taxation length. The 1998 Seville was the first Cadillac launched with a European type approval number in Europe; the United Kingdom first, and then Germany, Belgium, France, Spain, Italy, Finland and other markets.

On the fifth-generation Seville, the steering column was a power tilt and telescoping unit with its operation was tied into the memory functions. The soft-close trunk lid and power antenna was no longer available. The car's security system was now equipped with the Passlock III, an update for the resistor-based Passlock II, which was updated from the previous generation. Also, updated from the previous generation was the car's the sound system. It added a head unit with radio, tape and CD player. The cellular phone option was still available, however the optional trunk-mounted CD player was replaced with a 6-disc unit. Between 1998 and 1999 a first-generation (non-touch screen) GPS navigation option was available. It was updated in 2000 with a larger touchscreen DVD-based GPS navigation unit.

In 1999, a one-year only (for the Seville) massage seats option was available. In 2000, the Tire-pressure monitoring system (TPMS) became available as an option. In January 2002, the STS received a new MagneRide adaptive suspension system, unavailable on the SLS, becoming the first production vehicle equipped standard with such suspension technology.

Production of the Seville STS ended on May 16, 2003. Seville SLS production ended seven months later on December 4, 2003. In 2004, only the Seville SLS model was available for purchase. The Seville model name was discontinued for 2005 and replaced with the Cadillac STS.

title: Cadillac Seville