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Wittgenstein on Rules and Private Language

Wittgenstein on Rules and Private Language is a 1982 book by philosopher of language Saul Kripke in which he contends that the central argument of Ludwig Wittgenstein's Philosophical Investigations centers on a skeptical rule-following paradox that undermines the possibility of our ever following rules in our use of language. Kripke writes that this paradox is "the most radical and original skeptical problem that philosophy has seen to date" (p. 60). He argues that Wittgenstein does not reject the argument that leads to the rule-following paradox, but accepts it and offers a "skeptical solution" to alleviate the paradox's destructive effects.

Kripkenstein: Kripke's skeptical Wittgenstein
While most commentators accept that the Philosophical Investigations contains the rule-following paradox as Kripke presents it, few have concurred in attributing Kripke's skeptical solution to Wittgenstein. Kripke expresses doubts in Wittgenstein on Rules and Private Language as to whether Wittgenstein would endorse his interpretation of the Philosophical Investigations. He says that his book should not be read as an attempt to give an accurate summary of Wittgenstein's views, but rather as an account of Wittgenstein's argument "as it struck Kripke, as it presented a problem for him" (p. 5). The portmanteau "Kripkenstein" has been coined as a term for a fictional person who holds the views expressed by Kripke's reading of the Philosophical Investigations; in this way, it is convenient to speak of Kripke's own views, Wittgenstein's views (as generally understood), and Kripkenstein's views. Wittgenstein scholar David G. Stern considers Kripke's book the most influential and widely discussed work on Wittgenstein since the 1980s.

The rule-following paradox
In Philosophical Investigations §201a Wittgenstein states the rule-following paradox: "This was our paradox: no course of action could be determined by a rule, because any course of action can be made out to accord with the rule".

Kripke gives a mathematical example to illustrate the reasoning that leads to this conclusion. Suppose that you have never added numbers greater than or equal to 57 before. Further, suppose that you are asked to perform the computation 68 + 57. Our natural inclination is that you will apply the addition function as you have before, and calculate that the correct answer is 125. But now imagine that a bizarre skeptic comes along and argues:

 * 1) That there is no fact about your past usage of the addition function that determines 125 as the right answer.
 * 2) That nothing justifies you in giving this answer rather than another.

After all, the skeptic reasons, by hypothesis you have never added numbers 57 or greater before. It is perfectly consistent with your previous use of "plus" that you actually meant "quus", defined as:

 * $$x\text{ quus }y= \begin{cases} x+y & \text{for }x,y <57 \\[12pt] 5 & \text{for } x\ge 57 \text{ or  } y\ge57 \end{cases} $$

Thus under the quus function, if either of the two numbers added is 57 or greater, the sum is 5. The skeptic argues that there is no fact that determines that you ought to answer 125 rather than 5, as all your prior addition is compatible with the quus function instead of the plus function, for you have never added a number greater than or equal to 57 before.

Further, your past usage of the addition function is susceptible to an infinite number of different quus-like interpretations. It appears that every new application of "plus", rather than being governed by a strict, unambiguous rule, is actually a leap in the dark.

Similar skeptical reasoning can be applied to the meaning of any word of any human language. The power of Kripke's example is that in mathematics the rules for the use of expressions appear to be defined clearly for an infinite number of cases. Kripke doesn't question the mathematical validity of the "+" function, but rather the meta-linguistic usage of "plus": what fact can we point to that shows that "plus" refers to the mathematical function "+"?

If we assume for the sake of argument that "plus" refers to the function "+", the skeptical problem simply resurfaces at a higher level. The addition algorithm itself will contain terms susceptible to different and incompatible interpretations. In short, rules for interpreting rules provide no help, because they themselves can be interpreted in different ways. Or, as Wittgenstein puts it, "any interpretation still hangs in the air along with what it interprets, and cannot give it any support. Interpretations by themselves do not determine meaning" (Philosophical Investigations §198a).

The skeptical solution
Following David Hume, Kripke distinguishes between two types of solution to skeptical paradoxes. Straight solutions dissolve paradoxes by rejecting one (or more) of the premises that lead to them. Skeptical solutions accept the truth of the paradox, but argue that it does not undermine our ordinary beliefs and practices in the way it seems to. Because Kripke thinks that Wittgenstein endorses the skeptical paradox, he is committed to the view that Wittgenstein offers a skeptical, and not a straight, solution.

The rule-following paradox threatens our ordinary beliefs and practices concerning meaning because it implies that there is no such thing as meaning something by an expression or sentence. John McDowell explains this as follows. We are inclined to think of meaning in contractual terms: that is, that meanings commit or oblige us to use words in a certain way. When you grasp the meaning of the word "dog", for example, you know that you ought to use that word to refer to dogs, and not cats. But if there cannot be rules governing the uses of words, as the rule-following paradox apparently shows, this intuitive notion of meaning is utterly undermined.

Kripke holds that other commentators on Philosophical Investigations have believed that the private language argument is presented in sections occurring after §243. Kripke reacts against this view, noting that the conclusion to the argument is explicitly stated by §202, which reads “Hence it is not possible to obey a rule ‘privately’: otherwise thinking one was obeying a rule would be the same as obeying it.” Further, in this introductory section, Kripke identifies Wittgenstein's interests in the philosophy of mind as related to his interests in the foundations of mathematics, in that both subjects require considerations about rules and rule-following.

Kripke's skeptical solution is this: A language-user's following a rule correctly is not justified by any fact that obtains about the relationship between their candidate application of a rule in a particular case and the putative rule itself (as for Hume the causal link between two events a and b is not determined by any particular fact obtaining between them taken in isolation); rather, the assertion that the rule that is being followed is justified by the fact that the behaviors surrounding the candidate instance of rule-following (by the candidate rule-follower) meet other language users' expectations. That the solution is not based on a fact about a particular instance of putative rule-following—as it would be if it were based on some mental state of meaning, interpretation, or intention—shows that this solution is skeptical in the sense Kripke specifies.

The "straight" solution
In contrast to the kind of solution offered by Kripke (above) and Crispin Wright (elsewhere), McDowell interprets Wittgenstein as correctly (by McDowell's lights) offering a "straight solution". McDowell argues that Wittgenstein does present the paradox (as Kripke argues), but he argues further that Wittgenstein rejects the paradox on the grounds that it assimilates understanding and interpretation. In order to understand something, we must have an interpretation. That is, to understand what is meant by "plus", we must first have an interpretation of what "plus" means. This leads one to either skepticism—how do you know your interpretation is the correct interpretation?—or relativity, whereby our understandings, and thus interpretations, are only so determined insofar as we have used them. On this latter view, endorsed by Wittgenstein in Wright's readings, there are no facts about numerical addition that we have so far not discovered, so when we come upon such situations, we can flesh out our interpretations further. According to McDowell, both of these alternatives are rather unsatisfying, the latter because we want to say that there are facts about numbers that have not yet been added.

McDowell further writes that to understand rule-following we should understand it as resulting from inculcation into a custom or practice. Thus, to understand addition is simply to have been inculcated into a practice of adding. This position is often called "anti-antirealism", meaning that he argues that the result of sceptical arguments, like that of the rule-following paradox, is to tempt philosophical theory into realism, thereby making bold metaphysical claims. Since McDowell offers a straight solution, making the rule-following paradox compatible with realism would be missing Wittgenstein's basic point that the meaning can often be said to be the use. This is in line with quietism, the view that philosophical theory results only in dichotomies and that the notion of a theory of meaning is pointless.

Semantic realism and Kripkenstein
George M. Wilson argues that there is a way to lay out Kripkenstein as a philosophical position compatible with semantic realism: by differentiating between two sorts of conclusions resulting from the rule-following paradox, illustrated by a speaker S using a term T:

BSC (Basic Sceptical Conclusion): There are no facts about S that fix any set of properties as the standard of correctness for S's use of T.

RSC (Radical Sceptical Conclusion): No one ever means anything by any term.

Wilson argues that Kripke's sceptic is indeed committed to RSC, but that Kripke reads Wittgenstein as embracing BSC but refuting RSC. This, Wilson argues, is done with the concept of familiarity. When S uses T, its correctness is determined neither by a fact about S (hereby accepting the rule-following paradox) nor a correspondence between T and the object termed (hereby denying the idea of correspondence theory), but the irreducible fact that T is grounded in familiarity, being used to predicate other similar objects. This familiarity is independent of and, in some sense, external to S, making familiarity the grounding for semantic realism.

Still, Wilson's suggested realism is minimal, partly accepting McDowell's critique.


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Popcorn (instrumental)

"Popcorn" (first version "Pop Corn") is an instrumental song composed by Gershon Kingsley in 1969 for the album Music to Moog By. It was performed on the Moog synthesizer and released on the Audio Fidelity label. The name is a combination of pop for Pop music and corn for kitsch. The song became a worldwide hit in 1972, when it was covered by Hot Butter, an American pop band. Since then, multiple versions of the piece have been produced and released, including those by Vyacheslav Mescherin, Anarchic System, Popcorn Makers, the Boomtang Boys, M & H Band, Crazy Frog, and the Muppets.

Hot Butter version
In 1972, a rearranged version of the instrumental was recorded by Kingsley's First Moog Quartet. This was intended for the namesake album (First Moog Quartet) which had been otherwise a re-release of the 1970 First Moog Quartet album with the same name. The 1972 version of the instrumental had the current title "Popcorn". In the same year, Stan Free, a fellow member of the First Moog Quartet, re-recorded another instrumental, based on the 1972 version, with his own band Hot Butter. This was released as a single and became a hit in mainland Europe, spending several weeks at No. 1 in several countries on the continent, including France (4 weeks at the top) and Switzerland (10 weeks), ultimately becoming the biggest-selling single of 1972 in both countries. "Popcorn" was also a No. 1 hit in Germany (3 weeks), the Netherlands (7 weeks) and Norway (9 weeks).

Record World said that the "catchy tune played out in intricate synthesizer counterpoint expands on a musical idea first brought out in the popular percolater commercials on TV."

Track listing
7" single

 * 1) "Popcorn" – 2:30
 * 2) "At the Movies" – 2:31

Crazy Frog version
In 2005, Crazy Frog released a cover of "Popcorn", the remix of which was arranged by Jamba!, and also marketed as a ringtone. The song differs from Crazy Frog's debut release "Axel F" in that it does not contain the trademark "Crazy Frog sound" by Daniel Malmedahl.

The single was a hit in various countries, particularly in France, where it enjoyed its greatest success. Replacing Crazy Frog's own song "Axel F" at No. 1 on 24 September 2005, the track remained at the top spot for seven weeks, with its best weekly sales of 71,777 copies in its second week. Certified diamond status just three months after its release by the SNEP, as of August 2014, this version of "Popcorn" is the 40th best-selling single of the 21st century in France, with 458,000 copies sold. The track also topped the charts in Belgium, New Zealand and Spain.

The animated music video was produced by Kaktus Film and Erik Wernquist of TurboForce3D and features Crazy Frog causing chaos at the undersea labs of the drones. A significantly shortened version of this video was also used for the Frog's version of "U Can't Touch This".

Track listings
UK
 * 1) "Popcorn" (radio mix)
 * 2) "Popcorn" (radio mix instrumental)
 * 3) "Popcorn" (potatoheadz mix)
 * 4) "Popcorn" (radikal mix)
 * 5) "Popcorn" (resource mix)
 * 6) "Popcorn" (video)

Australia
 * 1) "Popcorn" (radio mix)
 * 2) "Popcorn" (potatoheadz mix)
 * 3) "Popcorn" (resource mix)
 * 4) "Who Let the Frog Out?"

Legacy and influence
French electronic composer and musician Jean-Michel Jarre recorded a 1972 version under the pseudonyms Pop Corn Orchestra and Jammie Jefferson. Later he was inspired by this song to compose his 1976 biggest hit Oxygène (Part IV). In early 2019, when Kingsley died, the experimental composer Blanck Mass chose "Popcorn" as one of the 10 most influential compositions of his career.

Other versions
The 1972 cover by the Popcorn Makers reached No. 7 on the German charts and No. 1 on the Dutch Charts. The version with vocals by French band Anarchic System was released in 1972 and reached at No. 13 on the German charts, No. 10 on the Dutch charts and No. 1 on the Ultratop 50.

In 1987, the French M & H Band (sole member Mark Haliday), released a version of "Popcorn" which peaked at No. 8 on the Norwegian charts and at No. 20 on the Swedish charts. This single's release was accompanied by the first purpose-produced music video. Canadian group the Boomtang Boys covered "Popcorn" in 1999, their version peaked at No. 26 on the Billboard Dance Club Songs chart, where it stayed for 9 weeks. It also reached No. 10 on RPM's Canadian dance chart. Richárd Moldován known as Richi M released in the 2000 year a cover version which reached at No. 9 on the Swedish charts.

In popular culture
In a comical reference, a version of the song was included in the 2010 skit by The Muppets called "Pöpcørn: Recipes with The Swedish Chef." In 2022, Swedish singer Tove Lo sampled the Hot Butter version in her single "2 Die 4".

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

title: Popcorn (instrumental)


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Category:Analytic philosophers

Analytic philosophy (sometimes analytical philosophy) is a generic term for a style of philosophy that came to dominate English-speaking countries in the 20th century. In the United States, United Kingdom, Canada, Scandinavia, Australia, and New Zealand, the overwhelming majority of university philosophy departments identify themselves as "analytic" departments.
 * Analytic philosophers are those who practice analytic philosophy.

title: Category:Analytic philosophers


text: Template:Pic of the day

title: Template:Pic of the day


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Nissan Violet

The Nissan Violet is a model of car that appeared in Japan in 1973, and was exclusive to Japanese Nissan dealerships called Nissan Cherry Store  as a larger companion to the Nissan Cherry.

In 1977 the second generation arrived. This was split into two additional lines, the Nissan Auster and the Nissan Stanza. All three models bore the A10 series identifier, and were built in Japan at the Hiratsuka and Yokosuka assembly plants. The Stanza was exclusive to Japanese Nissan dealerships called Nissan Satio Store as a larger companion to the smaller Nissan Sunny, and the Auster triplet was exclusive to Nissan Prince Store locations as a larger companion to the Nissan Langley.

A new third generation front-wheel drive model was launched in 1981, changing the series name again to T11, and sharing its platform with the Compact MPV Nissan Prairie/Multi/Stanza Wagon. Final versions were Nissan Bluebirds series U12 rebadged for some international markets. In most export markets the car was originally sold as the Datsun 140J or 160J depending on the engine; this name was then gradually changed to Nissan Stanza in most markets in line with Nissan's phasing out of the Datsun brand in its export markets in the early 1980s; in Europe for instance it was sold as the "Datsun-Nissan Stanza" for a short time until the Datsun name was dropped completely in 1984.

The Stanza/Auster/Violet were discontinued in 1992. The Stanza was replaced by the Nissan Altima in North America; the Stanza was replaced by the Nissan Bluebird in Japan, and by the Primera in Europe.

710 series (1973–1977)
Introduced in January 1971 the Nissan Violet was a smaller version of the Datsun Bluebird 610, which was sold outside Japan under Nissan's Datsun brand as the Datsun 140J/160J — except in the United States where it was marketed simply as the Datsun 710. This model was built as a two-door saloon, two-door coupé, four-door fastback, (and later as a regular four-door saloon), estate, and as a van. Introducing the Violet allowed Nissan to moderately increase the dimensions of the existing Datsun Bluebird.

The sporty SSS model has rear independent suspension, others have a leaf sprung rear. Aside from the different name, the North American market 710 received large separate bumpers rather than the curved, fitted pieces used in other markets to comply with United States bumper legislation in 1973. Early export market cars were fitted with tiny chrome cover plates to hide the holes left on top of the front fenders by the Japanese market rear view mirrors. The most powerful version offered in Japan was the fuel injected 1600 SSS-E with 110 PS JIS at 6200 rpm. In export markets the twin-carb 160J SSS claimed 95 PS DIN, five more than the regular 160J. In Japan, the 1800 cc engine arrived in October 1975 and was only available running on LPG, for taxi use.

This vehicle was available for sale around the same time as the first generation Toyota Carina. The original four-door bodywork was quite swoopy, with a fastback line. It was one of the first Nissan products to introduce "coke bottle styling", an appearance that had debuted internationally during the 1960s and 1970s. Its appearance was controversial, which led to a certain number of customer complaints at the limited rear vision and dark rear cabin - especially for children. Taxi companies refused to purchase any more Violets, and in a rather drastic facelift gradually introduced beginning in February 1976 Nissan replaced the entire rear end (including the roof panel and the doors) with more traditional, notchback bodywork. This provided more space and comfort for passengers, while also minimizing blind spots.

This version also received a new chassis code, 711, while the smaller-engined part of the range gradually became replaced by the newly introduced, carburetted version of the 1600. The two-door versions did not undergo this modification: The two-door sedan was discontinued, while the coupé received the new chassis code and remained on sale alongside the four-door 711 and the 710 Van.

In the United States and Canada, the car was sold simply as the "Datsun 710". Two- or four-door sedans, a two-door coupé, and a five-door station wagon were available. Introduced for the 1974 model year, the 710 switched from the original 1770 cc, 90 hp engine to the 2-liter L20B engine also used in the 610. The 1975s produce 97 or (SAE Net) in 49-state and Canadian trim versus California-spec cars. The federal/Canadian version took leaded fuel and depended on an EGR system for pollution control, while the California cars have a catalytic converter and require unleaded gasoline. Gross horsepower ratings are 110 and 107 respectively. Aside from the new engine, the 710 saw some additional modifications for 1975: the steering was adjusted to decrease driver effort, while noise levels were reduced, and gear ratios were adjusted to boost gas mileage. Externally, the bumper overriders received a slight chrome molding in the middle.
 * North America

Mysteriously, while wagons usually have a smaller gas tank of 11.9 usgal rather than 13.2 usgal, the California-market 710 wagon has the same size gas tank as the sedans and hardtops.

Foreign assembly
In Taiwan the Violet was introduced in 1973 under the name Yue Loong Violet 707 and replaced the successful Datsun Bluebird there. It remained in production until 1982 The Yue Loong Violet was usually offered with the OHV J16 engine. The VIP Brougham was a luxury version of the Violet with leather seats and wood interior.
 * Taiwan

For the Mexican domestic car market, the 710-series Violet was produced from 1973 to 1978 at Nissan's CIVAC assembly plant, near Cuernavaca, Mexico. At the time, Nissan Mexico offered a unique passenger-vehicles lineup, the Datsun Bluebird range (the 510-series and the 410, previously), integrated only by the 4-door saloon and Wagon versions of the Bluebird, respectively commercialized as the Datsun Sedan and Datsun Guayín (Guayín is a moniker in Mexican spanish for "Station Wagon"). In 1974, going on with the same business strategy, the 710-series Violet was introduced to the Mexican car market badged as the new Datsun 160J, the replacement for the single-offered Bluebird lineup.
 * Mexico

The Mexican 710 Violet range was integrated only by the 4-door Saloon alongside the Wagon, lacking the sporty 2-door/coupe bodies offered in some other countries. The fastback-styled 710 4-door saloon design was marketed from 1974 to 1977, being replaced in 1978 with the notchback-styled 711 Violet (which intended to improve the fastback's bad rear visibility complained by some customers). All Mexican 710 Violets featured the 1.6-liter carbureted engine (160J), coupled to a 4-speed manual gearbox, and an optional 3-speed automatic gearbox starting in 1978.

From a time in the Mexican popular slang, sometimes this car is referred to as "bolillo", the spanish word for a bread roll, due to its similar rounded shape.

For 1979, the 710 range was superseded by the correspondent next generation A10-series Violet in the Nissan Mexico lineup.

New Zealand, as a result of the government's temporary lift of import licensing restrictions (the result of high consumer demand for cars, which local CKD assemblers and built-up importers could not meet with the usual licensing restrictions and high import duties of up to 55%, plus sales tax up to 60%) saw considerable CBU imports of the Datsun 140J four-door sedan and 160J two-door during 1973 and 1974.
 * New Zealand

Due to the short notice and short timeframe of the licence requirement relaxation, the cars imported differed slightly in specification from shipment to shipment - some had Japanese market amber front park lights, front guard-mounted exterior rear view mirrors and 'Violet' badges; later units had clear lenses and 140J/160J badging.

Several hundred 140J sedans entered New Zealand through the Port of Timaru for the South Island market and all were presold before they arrived. All were keenly sought-after and hard to secure as they were better specified as standard (tinted glass, AM pushbutton radio, etc.) than the NZ-assembled CKD kit imported models, which consisted of the 1200 sedan and wagon, and 180B (Bluebird) and 260C (Cedric) sedans.

Almost-new 140Js were often resold soon after first registration for hundreds of dollars more than their retail prices, such was the model line's initial popularity. The Japanese assembly quality of the 140J was better than the NZ-built Datsuns of the time which were assembled by outside assembly contractors - Nissan themselves did not open its own 'temporary' plant in Mt Roskill, Auckland, until the mid-1970s and a dedicated, purpose-built factory in Wiri in 1978.

In South Africa, the 1976 "711" facelift arrived in October 1976 and continued in production for a while longer than in Japan. It was sold as the Datsun 160U or 180U, depending on engine fitment. Deluxe and SSS sedans as well as an SSS Hardtop were available. A batch of 100 SSS models (some of which were Bluebirds) with special "Mexican" upholstery was also built in 1978.
 * South Africa

A10 series (1977–1981)
The previous generation Violet grew more rational and somewhat larger when it was replaced in May 1977. Nissan increased the glass area by ten percent vis-à-vis its predecessor. It was also joined by two badge engineered versions: the Nissan Auster went on sale alongside the Violet and was aiming for an air of "quality and youthfulness." The Stanza followed in August and was meant to be more luxurious; it was only offered in the higher equipment levels and was also differentiated by having a different bonnet and single rectangular lights rather than the twin round units seen on the Violet and Auster. The Nissan Auster, which is named for the Latin equivalent of the Greek god Notus for the south wind, was available at Nissan Prince Store; Stanza, which is Italian for "room" or "apartment", was introduced as an affordable family car one level above the Nissan Sunny, sold at Nissan Japan dealerships Nissan Saito Store. The third version (Violet) was sold at dealerships called Nissan Cherry Store locations. In Australia, it was called the Datsun Stanza, and in Canada and the United States it was the Datsun 510, a name which recalled the successes of the previous Datsun 510.

Originally it was only sold with the 1.4-litre A-series engine (not available in the Stanza) and the 1.6-litre L, although North American market cars received a two-litre version. In May 1978 the car underwent a facelift, becoming the A11 in the process. At the same time, the L16 engines were replaced by the cross-flow Z16, to meet newer stricter emissions rules. Nissan introduced their emissions control technology with this generation, called NAPS, and the cars received a new chassis code of A11. The more luxurious Stanza was never available with the 1.4-litre engine in Japan, only with a 1.6 until larger engines joined the lineup.

In November 1978 a 1.8-litre engine was added at the top of the line-up, mainly for the domestic Japanese market. The 1800 "NAPS-Z" engine was initially only available in the more luxurious Stanza model and received the RA11 chassis code. It was available either carburetted or fuel injected, with 105 or at 6,000 rpm respectively.

Five body styles were on offer: two- and four-door saloons, a three-door hatchback coupé ("Violet Openback" and "Auster Multi-Coupé"), a 5-door hatchback (only introduced in August 1979, quite late in the car's production run ) and a five-door estate.

The five-door liftback Stanza was marketed as the "Stanza Resort" in the Japanese domestic market, and given the chassis model code T10. The five-door bodywork only became available in the Auster and Violet versions as of April 1980, meaning that they were only built for fourteen months as the car was replaced by the T11 generation in June 1981. The A10/A11 wagon was not replaced in 1981, with the all-new Nissan Prairie or Nissan Vanette instead filling its place for cargo carrying duties in the Japanese market.

Transmissions offered were a four-speed manual (in all except for the hatchback models), a five-speed manual (hatchback models only), and a three-speed automatic. This generation was available for sale around the same time as the first generation Toyota Celica Camry and the Honda Accord, which formed direct competitors in the domestic marketplace.

Australia
The Stanza was assembled in Australia from 1978 to 1982, in four-door 1.6-litre four-door saloon form, primarily to fill a gap between the Sunny and 200B. Trims available were "GL", "GX", and sporty "SSS".

While popular with buyers, the Australian Stanza was heavily criticized by the motoring journalists of the day (particularly Wheels Magazine), who regarded the car as being "unadventurous", particularly with regard to its styling and conventional drivetrain.

In 1979, 120 two-door coupé models were assembled in Australia, apparently due to a mix-up with Nissan Australia's kit ordering system. They were released into the market anyway with no promotion, and promptly sold out.

New Zealand
The A10 series was sold in limited numbers as the Datsun 160J in New Zealand. A batch of three-door hatchbacks were imported when assemblers could not keep up with demand with the locally assembled 120Y Sunny and 180B models.

Europe
In the United Kingdom, this generation was marketed as the Datsun Violet, and was sold in 1.4 L "GL" and 1.6 L "GL" engine/trim combinations. No estate models were offered. In the rest of Europe it was usually sold as the 160J (or 140J), a variety of bodystyle and equipment combinations were offered, with a Coupé SSS with twin SU-carburetors available at the top of the lineup. Power outputs were 63 PS for the 140J, 81 - 83 PS for the 160J, and 87 PS for the 160J SSS. A fuel-injected version of the 160J was also available in some European markets, with 86 PS.

Taiwan
The A10 Violet was locally assembled in Taiwan by Yue Loong until at least 1985. It was sold as the YLN 709, 711, and 712, depending on which facelift version. In later years (as the 712) it was only available with hatchback bodywork and a 1.4-liter engine.

Thailand
In Thailand it was marketed as the Datsun Stanza (with additional Nissan badges during the transition period) by local assembler Siam Motors. It was only available with SU-carburetted 1.6-liter engines, producing 100 PS SAE in the four-door sedan and 105 PS in the sportier liftback coupé version.

Mexico
The A10-series Violet was commercialized in the Mexican car market from 1978 to early 1984. Introduced as a 1979 model, it superseded the previous 710-series as the second generation "Datsun 160J". At first, the Mexican A10 Violet range only included the 4-door saloon and the Wagon, being (as previously) respectively marketed as "Datsun Sedan" and "Datsun Guayin" (badged Violet Van in Japan), continuing the former promotion strategy of the Nissan Mexico lineup. For the first time here, the 2-door saloon version was added to the range.

From 1979 to 1981, the Mexican-produced A10 units had pretty much the same design of the Japanese-spec A10 Violets produced between the 1977-1979 lapse. The front grille of the 4-door and wagon featured the same doubled-circle headlight set (i.e. two pair of circular lamps), while the 2-door saloon sported a distinctive front grille, with only a set of single circular right and left lamps.

For 1982, the Mexican A10 cars sported the same facelift works made on the 1979-1981 Japanese-produced Violets, going on a bit with the North American-spec A10 units (marketed in the USA as Datsun 510, hinting then the well-gained reputation of the former 510-series Bluebird model of the late 60s-early 70s). This slight facelift focused majorly on the updated front grille, featuring a singled or doubled set of new squared or rectangular-shaped headlights. From here, the commercialization of the Mexican A10 lineup changed to Datsun 180J, referring the more powerful 1.8-liter carbureted engine swap.

Also in 1982, the 5-door liftback/hatchback version of the A10 Violet certainly was launched toward the Mexican market, as Datsun Samurai. It intended to be a sleek, sporty while -by then- modern style saloon in the Nissan Mexico lineup. In 1984, in a context of the Nissan's brand global name unification, the Datsun brand name was phased out off the world's market, in favor of the single Nissan brand name. Thus, the Mexican A10 Violet production was phased out by Nissan Mexico, switching its manufacture to the domestic market production of the B11 Sunny/Sentra range by then, launched as the all-new Nissan Tsuru (1st. gen / B11).

North America
In the United States and Canada the Violet was sold as the Datsun 510, to cash in on the popularity of the earlier 510 Bluebird. It was available as a two-door sedan, a three-door hatchback, a four-door sedan, a five-door hatchback, or a five-door wagon. It was powered by the 2.0 L inline-four L20B engine, although in 1980 US-spec. cars received the Z20S NAPS-Z inline-four of the same displacement. For the 1980 and 1981 model years, this was the only engine available to the 510. Power is 92 hp at 5,200 rpm. The four-speed manual was standard in the A10 models while the FS5W63A five-speed manual or 3N71B three-speed automatic were available as optional upgrades.

South Africa
South African-made Violets were sold as the 1600J or 1800J depending on engine fitment between 1978 and 1980. Four-door saloon or station wagon bodywork was available, with the 1800 sedan also available as a sporting SSS model.

Motorsports
The Violet 160J was Nissan's most successful car in the World Rally Championship. It won the Safari Rally in Kenya from 1979 to 1982 consecutively, all with Shekhar Mehta behind the wheel. The 1979 and 1980 winners were powered by an SOHC engine; the 1981 and 1982 winners were Violet GT models with a DOHC engine. These Safari records are only matched by the Toyota Celica GT-Four which won the 1992–95 events. Driven by Timo Salonen, the Violet also won the 1980 Rally New Zealand and the 1981 Rallye Côte d'Ivoire.

WRC victories

 * {|class="wikitable" style="font-size: 95%; "

! No. ! Event ! Season ! Driver ! Co-driver ! Car
 * 1
 * 🇰🇪 27th Safari Rally
 * 1979
 * 🇰🇪 Shekhar Mehta
 * 🇰🇪 Mike Doughty
 * Datsun 160J
 * 2
 * 🇰🇪 28th Safari Rally
 * 1980
 * 🇰🇪 Shekhar Mehta
 * 🇰🇪 Mike Doughty
 * Datsun 160J
 * 3
 * 🇳🇿 11th Motogard Rally of New Zealand
 * 1980
 * 🇫🇮 Timo Salonen
 * 🇫🇮 Seppo Harjanne
 * Datsun 160J
 * 4
 * 🇰🇪 29th Safari Rally
 * 1981
 * 🇰🇪 Shekhar Mehta
 * 🇰🇪 Mike Doughty
 * Datsun Violet GT
 * 5
 * 13ème Rallye Côte d'Ivoire
 * 1981
 * 🇫🇮 Timo Salonen
 * 🇫🇮 Seppo Harjanne
 * Datsun Violet GT
 * 6
 * 🇰🇪 30th Marlboro Safari Rally
 * 1982
 * 🇰🇪 Shekhar Mehta
 * 🇰🇪 Mike Doughty
 * Datsun Violet GT
 * }
 * 🇰🇪 30th Marlboro Safari Rally
 * 1982
 * 🇰🇪 Shekhar Mehta
 * 🇰🇪 Mike Doughty
 * Datsun Violet GT
 * }
 * }

T11 series (1981–1986)
A front-wheel drive Stanza was introduced in 1981 – the first middle-class Datsun to be of that configuration, and the first Japanese car in the category built to the principles which had been established in Europe for this class since a few years back. In Europe, front-wheel drive and a liftback design were becoming the norm in this segment, although more traditional Japanese buyers still preferred the rear-wheel drive Bluebird. It remained on sale in Britain until 1986, after which Nissan sold the first British-built Bluebird as its only product in this market sector. Nissan was previously building a smaller, front wheel drive car, beginning with the 1970 Nissan Cherry, and then reconfigured the Violet to front wheel drive. 3-door hatchback, 4-door saloon, and 5-door liftback models were produced.

After 1982, Nissan tried to standardize the Stanza name in its export markets – in addition to phasing out the Datsun marque in favor of Nissan. In the United States the T11 Stanza with the CA20S engine replaced the 510 for the 1982 model year. In the United States, the Nissan Prairie was also sold as part of the range, renamed the Stanza Wagon. In 1984, Nissan changed the engine in the Stanza from the carbureted CA20S to the fuel-injected 2.0 L, straight-four CA20E. This car was 1981 Semperit Irish Car of the Year in Ireland. Japanese and some other export models were called "Stanza FX", and were offered with 1.6 and 1.8 L engines.

This version was sold in the United Kingdom and Europe as the Nissan Stanza; the range was "L" 1.6 L, "GL" 1.6 L, "SGL" 1.6 L and "SGL" 1.8 L. Some markets (such as Belgium, where it came fitted with the full SGL equipment) also received a 1.7-litre turbodiesel engine with 73 PS, beginning with the 1984 model year. European market cars were generally fitted with very long gearing, making the car one of the most fuel economic in its class. It was first sold in Britain from January 1982, alongside the similar-sized rear-wheel drive Bluebird saloons and estates, which later also switched to front-wheel drive. This meant that Nissan was in the position of offering traditional rear-wheel drive saloons and estates alongside similar-sized front-wheel drive cars including hatchbacks, as this market sector was in a period of transition in the early 1980s.

Nissan-Datsun New Zealand occasionally imported later generation Violets and other models for evaluation, or imported a small production run if additional import licences became available (there was a trading scheme enabling importers to trade unused annual license allocations with each other). One highly specified, five-door, third generation, front-drive model with automatic transmission - and then-rare air conditioning - was imported for an international distributors' conference held in NZ in 1981 and was later used by a company executive's wife before being resold through the company's own dealer network. There was also a small later shipment of cars for public sale (this time without a/c) but, as usual with low-volume imports of this type by Nissan and rivals, most were presold before the ship docked. A number of Stanzas also arrived as used imports from Japan in the late 1980s.

In Indonesia, the T11 Stanza 1.6 L was a popular car taxi in the mid-1980s.

The facelifted Japanese models have an upright nose, similar to that of the Bluebird U11 series. The Stanza was available in Japan at Nissan Satio Store locations, while its badge engineered companion was sold as the Violet Liberta five-door hatchback from 1981-1982, then replaced by the smaller Pulsar based Liberta Villa three-door hatchback. The Violet Liberta was sold at Nissan Cherry Store locations but only as a five door hatchback.

The Auster was a higher specification and sportier version of the Stanza for the Japanese domestic market, with the emphasis towards a younger demographic. The three-door hatchback Auster GT-ES was equipped with a five-speed manual transmission. Various trim packages were labeled, 1600 CS-X, Auster JX, GS-X Extra, and the 1800 GS-L Super Saloon. The Auster was exclusive to Nissan Prince Store locations, as a lower cost alternative to the Skyline, but was slightly larger than the Nissan Langley.

The Stanza T11 series was the only time in the US market that a Nissan was rated more-reliable than the Toyota Camry, between 1983 and 1986, according to 1983-1986 Consumer Reports magazine. In early years, Toyota had major problems with the Camry's mufflers. Since 1987, Nissan have again fallen behind to Toyota and Honda in reliability.

The Stanza nameplate was discontinued in Europe after the 1986 model year, and rebadged as a "Bluebird."

In Taiwan a car closely based on the T11 Nissan Stanza got the name Yue Loong Feeling 101 and in a facelifted version Yue Loong Feeling 102. Both were available as a sedan and in a hatchback variant. The vehicles later got an aggressive redesign with angled headlights and more sporty rearlamps. These versions were the first indigenously developed Taiwanese cars and were even exported in small numbers.
 * Derivatives

T12 series (1986–1990)

Nissan renewed the Auster and Stanza lines in 1986 (T12 series), introducing squared-off styling. Japan and the US received this model. The US Stanza used the same CA20E engine found in the previous generation. The car was unusually heavy for its class, due to sharing a platform with the contemporary Maxima and as a result of its small engine, underpowered. In part to offset this, some export markets offered turbocharged models, badged "Supremo"; and a cousin, the "Auster XTT".

Europe received a version of the Nissan Auster as a Datsun/Nissan Bluebird replacement. These were built in Sunderland, in the United Kingdom, and badged as the Nissan Bluebird. The estate was the only "real" Bluebird in this range, imported from Japan.

In the Middle East, the T12 Auster/Stanza T12 was called the Nissan Liberta (not to be confused with the Nissan Liberta Villa), a partial replacement of the Nissan Liberta Violet T11.

The Stanza line was not seen in most other export markets after the 1986 model year. The growth of the Sunny and Pulsar models from below meant there was little room for it.

Bluebird (Europe)
The T12 was introduced in Europe in 1985 as a replacement for the U11 Bluebird. From July 1986, the T12 was imported as a knock-down kit from Japan and assembled at Nissan Motor Manufacturing UK. The saloon versions (four door) were available first and the hatchback (five door) became available in January 1987. Using the U11 platform, Bluebird Estates were still sourced from Japan. Although it was not the first Japanese car to be built in Britain (the Honda-based Triumph Acclaim predated it by five years), the Bluebird was instrumental in proving that a British factory could produce vehicles to the same quality standards as those built in Japan. The Bluebird proved so popular that in December 1987 Nissan announced the institution of a third shift, in order to bump production from 29,000 to circa 40,000 cars annually. Being built in the United Kingdom, it was possible to sell the Bluebird in markets like Spain and Italy without the quota limitations imposed on Japanese-made cars. In Italy, it was the only Nissan available in 1989, alongside the Spanish-made Patrol off-roader.

The later T72 models replaced the T12 during 1987, followed by a facelift around a year later. This is a point to note, as it is a common mistake to class all pre-facelift models as T12s. The facelift models had a more modern and European look, with round front and rear bumpers and the corporate slatted grille. These were eventually built entirely in England. In 1990, Nissan replaced the Bluebird with the Primera. In the late 1980s and early 1990s, Nissan Bluebirds were very commonly seen as taxis, their drivers racking up phenomenal mileage on just routine servicing and there is one still in daily use as a taxi in Santa Cruz de Tenerife, Canary Islands, Spain (October 2018). The bodyshell's resistance to corrosion has become legendary - it is not uncommon to see Bluebirds as old as 1987 or 1988 vintage still on British roads with virtually no trace of rust at all. However, the Bluebirds' reliability and all-around robustness has ultimately led to its demise – as a banger racers' car of choice.

Almost all petrol T12/T72 Bluebirds came with 8-valve versions of Nissan's CA Engine and either a five-speed manual or a four-speed automatic transmission. The diesel models used the normally aspirated LD20 engine. Performance was average for its class, the 1.6 struggling more with its lower torque characteristics that did not seem suited to the weight of the car. The turbo models used the CA18ET engine with 135 PS giving a 0 - 60 mi/h time of 8.6 seconds. This engine used a small turbocharger producing 0.60 bar of boost. This is the same engine used in the European Nissan Silvia S12. Power outputs for the naturally aspirated engines ranged from 84 to 116 PS from the 1.6 through the 2.0-liter version, while the diesel offered 67 PS.

As part of the 2016 celebrations marking Nissan’s 30th anniversary of production in the United Kingdom, a group of T12 and T72 owners traveled to Nissan Motor Manufacturing UK. The members of the Bluebird Car Club got to meet the employees who built their cars and view the firm's modern manufacturing operations first-hand.

U12 series (1989–1992)
In the 1990 model year the American version of the Stanza was replaced by a basic version of the Nissan Bluebird (U12), wearing Stanza badges. In Japan, the Stanza was replaced by the Nissan Cefiro while the Auster was replaced by the Nissan Primera for the 1990 model year.

The JDM Bluebird has the rear license plate higher between the tail lights, whereas the Stanza's is mounted on the bumper.

The fourth generation Stanza was offered in two trim levels: "XE" and "GXE". The sporty SE model was added for 1992.

The 4th Gen Stanza used the 2.4 L inline-4 Nissan KA24E engine, an upgrade from previous generations in displacement (from 1974 cc to 2398 cc), power (from 94 hp to 138 hp), and torque (from 114 lbft to 148 lbft). The KA engine was not used on Japanese-spec Bluebirds.

The fourth generation Stanza has EPA estimated fuel economy of 18 mpgus city and 25 mpgus highway for the 4-speed automatic transmission. For the 5-speed manual transmission the Stanza has EPA estimated fuel economy of 18 mpgus city and 26 mpgus highway.

The Stanza was discontinued after the 1992 model year and replaced by the American-built Altima, also Bluebird-based. The last American Stanza rolled off the assembly line on 27 March 1992, though its name would live on in the first generation Altima, technically known as the "Nissan Stanza Altima".

title: Nissan Violet


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Crosswind

A crosswind is any wind that has a perpendicular component to the line or direction of travel. This affects the aerodynamics of many forms of transport. Moving non-parallel to the wind direction creates a crosswind component on the object and thus increasing the apparent wind on the object; such use of cross wind travel is used to advantage by sailing craft, kiteboarding craft, power kiting, etc. On the other side, crosswind moves the path of vehicles sideways and can be a hazard.

Definition
When winds are not parallel to or directly with/against the line of travel, the wind is said to have a crosswind component; that is, the force can be separated into two vector components:
 * the headwind or tailwind component in the direction of motion,
 * the crosswind component perpendicular to the former.

A vehicle behaves as though it is directly experiencing a lateral effect of the magnitude of the crosswind component only. The crosswind component is computed by multiplying the wind speed by the sine of the angle between the wind and the direction of travel while the headwind component is computed in the same manner, using cosine instead of sine. For example, a 10 knot wind coming at 45 degrees from either side will have a crosswind component of 10 knots × sin(45°) and a head/tailwind component of 10 knots × cos(45°), both equals to 7.07 knots.

To determine the crosswind component in aviation, aviators frequently refer to a nomograph chart on which the wind speed and angle are plotted, and the crosswind component is read from a reference line. Direction of travel relative to the wind may be left or right, up or down, or oblique.

Impact
In aviation, a crosswind is the component of wind that is blowing across the runway, making landings and take-offs more difficult than if the wind were blowing straight down the runway. If a crosswind is strong enough, it can damage an aircraft's undercarriage upon landing. Crosswinds, sometimes abbreviated as X/WIND, are reported in knots, abbreviated kt, and often use the plural form in expressions such as "with 40kt crosswinds". Smaller aircraft are often not limited by their ability to land in a crosswind, but may see their ability to taxi safely reduced.

Crosswinds can also cause difficulty with ground vehicles traveling on wet or slippery roads (snow, ice, standing water, etc.), especially when gusting conditions affect vehicles that have a large side area such as vans, SUVs, and tractor-trailers. This can be dangerous for motorists because of the possible lift force created, causing the vehicle to lose traction or change direction of travel. The safest way for motorists to deal with crosswinds is by reducing their speed to reduce the effect of the lift force and to steer into the direction of the crosswind.

Cyclists are also significantly affected by crosswinds. Saving energy by avoiding riding in wind is a major part of the tactics of road bicycle racing, and this particularly applies in crosswinds. In crosswinds, groups of cyclists form 'echelons', rotating from the windward and leeward side. Riders who fail to form part of an echelon will have to work much harder, and can be dropped by the group that they are with. Crosswinds are common on races near the coast, and are often a feature of the Belgian classic one-day races, or flat stages of the Tour de France.

title: Crosswind


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Chrysler 300C

The Chrysler Corporation has used the designation Chrysler 300C to refer to two separate unrelated vehicles from different eras:

 * The 1957 Chrysler 300C is that year's version of the Chrysler 300 "letter series"; a large, high-performance luxury coupe sold in very limited numbers.
 * The 2005 Chrysler 300C, launched in 2004, the top-of-the-line Chrysler 300, usually outfitted with a 5.7L Hemi V8 Magnum engine.

title: Chrysler 300C


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Nissan 240SX

The Nissan 240SX is a sports compact car that was introduced to the North American market by Nissan in 1989 for the 1990 model year. It replaced the outgoing 200SX (S12) model. Most of the 240SXs were equipped with the 2.4-liter inline 4 engine (KA24E from 1989 to 1990 and KA24DE from 1990 to 1998). The KA24E had a single overhead cam and the KA24DE had dual overhead cams. Two distinct generations of the 240SX, the S13 (1989–1994) the S14 (1994-1998) were produced, based on the Nissan S platform.

The 240SX is closely related to other S platform based vehicles, such as the Japanese-market Silvia and 180SX, and the European-market 200SX. Although their names are similar, the 240SX is unrelated to the 240Z or the 280ZX.

The 240SX is known for its popularity within drifting and tuner culture. However, due to the popularity of the S-chassis in drifting and related competitions, prices for vehicles and parts have greatly increased due to higher demand. This problem is sometimes known as "drift tax".

First generation (S13; 1989–1994)
The first generation of the 240SX can be divided into two distinct versions: the hatchback, which was offered in base, SE, and LE trims, and the coupé, which was offered in base, XE, LE and SE trims. Both styles shared the same front bodywork as the Japanese-market Nissan 180SX, featuring the sloping front with pop-up headlights. This front bodywork distinguishes the coupé model from its Japanese-market counterpart, the Silvia, which featured fixed headlights. Both styles in all markets share the same chassis, and with few exceptions, most components and features are identical.

1989 and 1990 models are powered by a naturally aspirated 140 hp, 152 lbft 2389 cc SOHC KA24E 4-cylinder engine with 3 valves per cylinder (instead of the turbocharged and intercooled 1.8-liter DOHC CA18DET offered in Japan and Europe in the 180SX and Silvia). When tested by Car and Driver, the SOHC 240SX achieved a 0-60 mph (97 km/h) time of 8.6 seconds and a quarter mile time of 16.4 seconds at 83 mph. Four-wheel disc brakes were standard, with anti-lock brakes available as an option on the SE. Both models were offered with either a 5-speed manual or 4-speed automatic transmission. Coupes offered a Heads-up display (HUD) with a digital speedometer as part of the optional Power Convenience Group.

The 240SX received some updates in 1991. The matte silver, teardrop wheels were replaced by polished aluminium 7-spoke wheels that had better brake cooling properties but more drag. The nose was smoothed out by getting rid of the non-functional slots and gave back the aerodynamic efficiencies lost by the wheels. This gave the car an overhaul that included a minor update of the exterior and a new cylinder head. A new "LE" hatchback trim package was added that included leather interior. The SOHC KA24E was replaced by the DOHC KA24DE, now with 4 valves per cylinder, rated at 155 bhp at 5,600 rpm and 160 lbft of torque at 4,400 rpm. When tested by Car and Driver, the DOHC 240SX achieved a 0-60 mph (97 km/h) time of 7.9 seconds and a quarter mile time of 16.2 seconds at 84 mph. An optional sports package including ABS, a limited-slip differential, and Nissan's HICAS four-wheel steering was now available on hatchback models.

The S13 was praised by journalists for sharp steering and handling (thanks to front MacPherson struts and a rear multilink suspension) and relatively light weight, but was regarded in the automotive press as being underpowered. The engine, while durable and relatively torquey, was a heavy iron-block truck unit that produced meager power for its relatively large size. It was only modestly improved by the change to the DOHC version in 1991. Furthermore, despite the modest power output, relatively low weight, and good aerodynamics, gas mileage was mediocre. These engines are the primary difference between the North American 240SX and the international-market Silvia/180SX/200SX. The KA24DE did not come turbocharged while the CA18DET and SR20DET did. Other differences include a standard limited-slip differential on overseas and Canadian models, available digital climate control in Japan, and manual seat belts standard in Japan and Canada vs. automatic restraint seatbelts in the U.S.

Convertible
In 1992, a convertible was added to the lineup and was exclusive to the North American market. These vehicles began life in Japan as coupés and were later modified in the California facilities of American Specialty Cars (ASC). For the 1994 model year, the only 240SX available was a Special Edition (SE) convertible, equipped with a 4-speed automatic transmission.

The North American 240SX convertible differed from the Japanese market version, in that the Japanese market models had a powered top cover boot, whereas the North American market models had manually-installed boot covers once the top is down. It was also produced in Japan by Autech rather than by ASC, and was introduced early on in the S13's production in Japan (the Japanese market models were released in 1988, four years before the 240SX convertible).

Second generation (S14; 1994–1998)
The second generation 240SX was released in the spring of 1994 as a 1995 model. The hatchback and convertible body styles were eliminated, leaving only the coupe. The wheelbase of the car grew 2 in and the track width was also increased, while the overall length of the vehicle was slightly shorter than the previous generation. The curb weight of the vehicle increased by about 80 lbs relative to the 1994 model. Dual air bags were added and the automatic seatbelts were replaced with common manual type. The pop-up headlights were replaced with fixed headlamps. The cupholders were also removed in this generation of the Nissan 240SX. Though the general layout remained the same, almost all parts were redesigned to the extent that very few parts are interchangeable. The chassis was changed slightly to increase stiffness (Nissan claimed 50% torsional, 100% bending rigidity increase) and utilized higher rear strut mounts. The fuel tank, previously located at the rear end under the trunk floor, now sits in front of the rear suspension and behind the rear seats. The second generation carries over the naturally aspirated DOHC KA24DE engine from the first generation, producing the same 155 bhp at 5,600 rpm and 160 lbft of torque at 4,400 rpm, but features internal revisions for improved throttle response and reduced shake and vibration. When tested by MotorWeek, the 240SX achieved a 0-60 mph (97 km/h) time of 7.3 seconds and a quarter mile time of 15.5 seconds at 89 mph. Upon its launch, Nissan said the primary target demographic for the new 240SX was single women with no children, stating that women already made up 61% of 240SX buyers, and that they hoped to increase that number.

The base model had 4-lug, 15-inch wheels, a softer suspension, and no rear sway bar. The base model had several options and features available to be fitted to the car such as leather seats, ABS, and a viscous limited-slip differential. SE and LE models came equipped with 5-lug, 16-inch alloy wheels, a stiffer suspension than the base model, and a rear sway bar. The LE was basically an upgraded SE model, but with more standard equipment such as leather seats, keyless entry, an anti-theft system, and a CD player. Anti-lock brakes and a viscous limited-slip differential could be had as an optional package to both base and SE/LE models. In 1996, the 1997 model year 240SX received minor updates. The different looks of the S-Chassis are referred to as before change "Zenki" and after change "Kouki". Changes were mostly aesthetic, including new projector headlights, front bumper, hood, fenders, and revised taillights and center panel. Side skirts became standard on the SE and LE trim level. 1998 marked the end of production for the Nissan 240SX, with no further variations released in North America.

This generation of the 240SX suffered in sales due to competition from other car manufacturers and consumers at the time choosing more practical vehicles, such as SUVs. In this generation, every 240SX was built in Kyūshū, Japan. The last 240SX rolled off the assembly line on July 23, 1998.

Motorsport
The IMSA GTU Nissan 240SX was originally piloted by vintage Datsun and Nissan racer Bob Leitzinger through the late 1980s and 1990s. It is currently owned and raced by Philip Mendelovitz. The tube chassis was custom built for IMSA GTU class racing. From Speedhunters: "The roofline and taillight lenses are some of the only parts this thing shares with a normal S13. The engine is Nissan's VG30 V6 typically found in the Nissan Z and D21 truck. It is naturally aspirated and dry sumped, and a United States engine builder who managed to help the single overhead cam V6 to make about 340 horsepower. Chassis code LR-001, seen right, was entered in nearly 80 different events during its career, and it helped Nissan earn four-straight manufacturers championship wins between 1991 and 1994. The engine tuning system utilizes a Sony Walkman to write engine performance metrics to tape. These tapes are fed to a special computer to change fueling, timing, and other tuning parameters.

Drifting
The Nissan 240SX is a popular platform within the drifting community, both in amateur competition as well as in professional series such as Formula D. Although never marketed to the drifting community during its production, its Japanese counterparts, the Nissan 180SX and Nissan Silvia (S13), were adopted in Japan during the foundational years of drifting. They were chosen for their balanced weight distribution of 55/45 front to rear, and their overall lightweight RWD layout.

title: Nissan 240SX


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Green peafowl

The green peafowl (Pavo muticus) or Indonesian peafowl is a peafowl species native to the tropical forests of Southeast Asia and Indochina. It is the national bird of Myanmar. Formerly common throughout Southeast Asia, only a few isolated populations survive in Cambodia and adjacent areas of Vietnam. It has been listed as endangered on the IUCN Red List since 2009, primarily due to widespread deforestation, agriculture and loss of suitable habitat, severely fragmenting populations and contributing to an overall decline in numbers. The green peafowl is in demand for private and home aviculture and threatened by the pet trade, feather collectors and hunters for meat and targeted.

Description
The green peafowl is a large bird in terms of overall size. The male is 1.8 - 3 m in total length, including its train, which measures 1.4 - 1.6 m; the adult female is around half the total length of the breeding male at 1 - 1.1 m in length. It has a relatively large wingspan that averages around 1.2 m and can reach 1.6 m in big males. The green peafowl is capable of sustained (albeit energy-intensive) flight and is often observed on the wing.

Green peafowl males vocalize at their roost sites at dawn and dusk with a loud often repeated ki-wao. The female vocalizes with an equally loud "AOw-aa" call, with an emphasis on the first syllable. The males may also make a similar sound to the females.

The green peafowl has long upper-tail covert feathers. In the male, this extends up to 2 m and is adorned with eyespots; in the female, the coverts are green and much shorter, just covering the tail. Outside of the breeding season, however, the male's tail coverts (or train) is moulted; distinguishing the sexes during this period can be difficult unless they are observed quite up close. The neck and breast feathers (of both sexes) are highly iridescent green and resemble Chinese dragon scales. In the male, the scapular, median, and greater wing coverts are blue; the lesser coverts are green and form a triangle of scaly shoulder feathers (when the wing is closed). The secondaries are black and, in some subspecies, the tertials are brown and/or barred with a faint pattern. The female has blue lesser coverts, and lacks the triangle at the wing-shoulder. Females also have neck scales fringed with copper, as well as more barring on the back, the primaries and alula. Both sexes have crest feathers, are long-legged, heavy-winged, and long-tailed in silhouette. The crest of the female has slightly wider plumes, while those of the male are thinner but taller. The facial skin is double-striped with a whitish-blue; beside the ear is a yellow-orange crescent. The dark triangle below the eye (towards the eyebrow) is bluish-green in the male, and brown in the female. Seen from a distance, they are generally dark-coloured birds with pale vermilion- or buff-coloured primaries, which are quite visible in their peculiar flight; this action has been described as a true "flapping" flight, lacking the gliding that one associates with many birds.

Distribution and habitat
The green peafowl was widely distributed in Southeast Asia in the past from southern China especially Yunnan, eastern and north-eastern India, southeastern Bangladesh, northern Myanmar, extending through Laos, and Thailand into Vietnam, Cambodia, Peninsular Malaysia, and the island of Java in Indonesia. Records from northeastern India have been questioned and old records are possibly of feral birds. The ranges have reduced with habitat destruction and hunting.

Green peafowl are found in a wide range of habitats, including primary and secondary forest, both tropical and subtropical, as well as evergreen and deciduous. They may also be found amongst bamboo, on grasslands, savannas, scrub, and farmland edge. In Vietnam, the preferred habitat was found to be dry, deciduous forest close to water and away from human disturbance. Proximity to water appears to be an important factor.

Taxonomy
The species was first classified as Pavo muticus by Carl Linnaeus, although it was previously described in Europe by Ulisse Aldrovandi as "Pavo Iaponensis" based on a Japanese painting given to the pope by the emperor of Japan. These birds were depicted as having no spurs; Linnaeus followed Aldrovandi's description. The Japanese had imported green peafowl from Southeast Asia for hundreds of years, and the birds were frequently depicted in Japanese paintings. As a result, the type locality described by Linnaeus was "Habitat in Japonia", though the species is not native to Japan (they were kept by the emperor and no longer occur). François Levaillant was one of the first Western ornithologists to see a live bird, imported from Macau to an animal collection in Cape of Good Hope. From an Indian painting, George Shaw described a peafowl native to India with a "blue head" and an "upright lanceolate crest", which he named Pavo spicifer, the spike-crested peacock. A third form of green peafowl was described in 1949 by Jean Delacour, as P. imperator, found in Indochina. From the advice of a bird dealer in Hong Kong, Delacour concluded there were three races of green peafowl, lumping P. spicifer into the species, as well. Today, most authorities recognise these three:

Delacour dismissed several aberrant specimens to be individual variations (including the type specimens for imperator originating from the Bolaven Plateau in Laos), and stated more subspecies may be recognised with further studies. However, few studies have been conducted to substantiate Delacour's classification, even though it is accepted by nearly all authorities. Some authors have suggested that the population found in Yunnan, which are traditionally classified as imperator, may be another race. Using the cytochrome b mitochondrial DNA gene, Ouyang et al. estimated the divergence period between green and Indian peafowl to be 3 million years. In the same study, they also noted there appeared to be two different forms of green peafowl in Yunnan which should be classified as distinct subspecies. A 2005 article from The Star newspaper of Malaysia stated that research indicated the Malaysian form to be identical to the Javanese form, but the study was not published and some authors dispute the result. Due to the large range of imperator in Indochina, other subspecies within its range have also been proposed, notably annamensis of Southeast Asia and yunnanensis of Yunnan.

Behaviour and ecology
The green peafowl is a forest bird which nests on the ground laying an egg clutch with three to six eggs.

It has been widely stated that the green peafowl is polygynous, but males are solitary and do not display in leks. Instead the solitary males are highly territorial and form harems with no pair bonds. However, the theory that the male is polygynous also conflicts with observations in captivity; pairs left alone with no human interaction have been observed to be strongly monogamous. The close similarity between both sexes also suggests a different courtship display in contrast to that of the Indian peafowl. Thus, some authors have suggested that the harems seen in the field are juvenile birds and that males are not promiscuous.

They usually spend time on or near the ground in tall grasses and sedges. Family units roost in trees at a height of 10 - 15 m.

Threats and conservation
Due to hunting; especially poaching, and a reduction in extent and quality of habitat, the green peafowl is evaluated as endangered on the IUCN Red List of Threatened Species. It is listed on Appendix II of CITES. The world population has declined rapidly and the species no longer occurs in many areas of its past distribution. The last strongholds for the species are in protected areas such as Huai Kha Khaeng Wildlife Sanctuary in Thailand, Cat Tien National Park in Vietnam and Baluran National Park, Ujung Kulon National Park in Java, Indonesia. The population in the wild was estimated to be about 5,000 to 10,000 individuals around 1995. In Cambodia, Keo Seima Wildlife Sanctuary was shown to hold a significant and increasing population of around 745 individuals in 2020.

Although there is no natural range overlap with the Indian peafowl, hybridisation is still a threat where the Indian peafowl is introduced as they produce fertile hybrids. In captivity hybrids are called "Spalding" peafowl and are used by breeders to create different breeds. Through backcrossing some hybrids become almost indistinguishable from pure green peafowl.

In 2005, it was reported that successful reintroductions were being made in Malaysia by the World Pheasant Association. Genetic research allegedly proved that the Javan and Malay peafowl are genetically identical, and the subspecies muticus was introduced based on scientific community consensus. However, the assumption that the Malaysian and Javanese muticus birds are the same subspecies remains controversial, so it is uncertain which subspecies was introduced.

Cultural significance
In Myanmar, the green peafowl was an ancient symbol of the country's monarchs.

The green peafowl is often depicted in Japanese paintings from the Edo period, notably by Maruyama Ōkyo and Nagasawa Rosetsu. The Peacock Room, a room installation painted between 1876 and 1877 by James McNeill Whistler now located in the Freer Gallery of Art in Washington, D.C., prominently features paintings of green peafowl. It was also shown during British colonial times on the flag of the governor and the naval ensign, as well as on the flag of the State of Burma from 1943 to 1945 and on the currency of independent Burma as well.

title: Green peafowl


text:
User talk:Duncharris/chat

Hello,

What did you disagree with on the Hollywood Video article?

title: User talk:Duncharris/chat


text:
Mitsubishi Diamante

The Mitsubishi Diamante is an automobile that was manufactured by Mitsubishi Motors from 1990 to 2005.

The first series was a hardtop introduced to the public at the Tokyo Motor Show in 1989. It went on sale in Japan exclusively in May 1990 and won that year's Japan Car of the Year award. It was created by splicing an extra 6.6 cm right down the middle of the Mitsubishi Galant, which itself had won the Japan Car of the Year award in 1987. The Diamante's platform was also used for the sporty Mitsubishi 3000GT.

The name Diamante was derived from the Spanish, Portuguese, and Italian word for "diamond" and was adopted also as homage to the Mitsubishi badge which is composed of three diamonds. In Japan, this vehicle was sold at a specific retail chain called Car Plaza.

History
From 1991, a more conventional Diamante-derived Mitsubishi Sigma sedan was also built in Japan for its domestic and European export markets. It became the basis of the second generation Magna independently built in Australia. Its Australian luxury derivate, sold as the Verada, became the Diamante for export markets including New Zealand and North America a year later. The Wagon version was also exported including to Japan.

There have been rumors that the Diamante was either not intended for a Japanese launch, or it might have been planned as a low-volume model. The reason for this argument is that until 1989, the width of vehicles impacted the taxation class. The Diamante, being wider than the 1700 mm breakpoint, would have suffered a large tax penalty against most of its rivals, which were designed to be just inside that vital limit. At the time, Mitsubishi's international image was also considered less than ideal for the marketing of a luxury car — its most expensive offering at the time, the Debonair, was largely seen as a company car project for Mitsubishi conglomerate executives. The Diamante's introduction was the result of the Honda/Acura Legend, which caught manufacturers by surprise when it appeared in 1986, inspiring the creation of the Lexus and Infiniti divisions, as well as various executive car class vehicles to be revised as a result. Mitsubishi needed to compete with the Legend and the Diamante was the result.

However, the tax situation changed in 1989, and the Diamante became the surprise hit of 1990. Amidst Japan's bubble economy, many private car owners sought an executive car in a market that had very few new offerings that year.

First generation (1990–1995)
The first generation Diamante was produced in three versions:
 * Four-side window hardtop: a four-door hardtop with frameless windows that was solely built in Nagoya, Japan, and only sold in Japan and North America. It featured advanced electronic aids such as four-wheel steering (4WS).
 * Six-side window sedan: a more conventional variant built and introduced in Japan five months after the Diamante. It was called the Sigma and differed by having a slightly taller roofline, a six-window glasshouse, window sashes, revised front fascia and rear styling. It was exported to Europe from Japan and formed the basis of the second generation Magna/Verada sedan, which was independently built in Adelaide, South Australia. Its luxury derivative, the Verada was intended for the domestic consumption and primary export to North America (but export to North America never happened) (hence the longer bumper bars to meet the latter's more onerous crash standards).
 * Wagon: this was the wagon version of the above-mentioned sedan, designed and manufactured exclusively by Mitsubishi Australia. It was introduced in late 1992 for the 1993 model year.

Japan
The Japanese Diamante hardtop was built from 1990 until 1995 and was available in front wheel drive (FWD) and all wheel drive (AWD). Some models featured 4WS (see Mitsubishi AWC for details).

FWD versions featured an independent suspension design with MacPherson strut at the front and multi-link in the rear. This version was available with a range of engines listed below, some with five-speed manual in addition to four-speed automatic transmission.

AWD Diamantes come in three models: the 25V 4WD, 30R 4WD and the flagship 30R-SE 4WD. All have MacPherson strut front suspension with double wishbones at the rear. Both front and rear brake discs are ventilated. The AWD Diamante sits 5 mm lower than a standard FWD Diamante and has a 70-liter fuel tank instead of the FWD's 72-liter tank.

This range of vehicles was powered by three V6 engines (of 2.0-, 2.5- and 3.0-liter capacity) of the 6G7 family; AWD was available on most models. Perhaps contrary to its overseas image, Mitsubishi at the time fully emphasized the use of electronic gadgets in its cars and the Diamante is notable for a long list of such features. Each engine choice obligated buyers in Japan to pay more annual road tax and the level of standard and luxury equipment increased accordingly.

Chief among these was:
 * The world's first autonomous cruise control system labelled "Preview Distance Control";
 * An electronically controlled active trace and traction control system that Mitsubishi developed and was the first integration of these two systems in the world. Simply labelled "TCL" in 1990, the system evolved into Mitsubishi's Active Skid and Traction Control (ASTC) system. Developed to help the driver maintain the intended line through a corner, an onboard computer monitored several vehicle operating parameters through various sensors. In essence, when too much throttle was applied while negotiating a curve, engine output and braking would be automatically regulated to ensure the proper line through the curve is followed and to provide the proper amount of traction under various road surface conditions. While conventional traction control systems at the time featured only a slip control function, Mitsubishi's newly developed TCL system had a preventive (active) safety function which improved the course tracing performance by automatically adjusting the traction force (called "trace control") thereby restraining the development of excessive lateral acceleration while turning. Although not a proper modern stability control system, trace control was able to monitor steering angle, throttle position and individual wheel speeds but without any yaw input. In addition, this TCL system also works together with Diamante's electronic controlled suspension and four-wheel steering that Mitsubishi developed to improve total handling and performance.

The Diamante won the Car of the Year Japan award in 1990–1991 and its model range was as follows:

The 20E is the base model Diamante. It comes with a 2.0-liter 6G71 SOHC 12-valve V6 engine outputting 125 PS at 5500 rpm and 172 Nm at 3500 rpm. It is available as both a five-speed manual and four-speed automatic, with 14-inch steel wheels. Standard equipment includes power windows, speed sensitive power steering, power mirrors, climate control and a four-speaker AM/FM radio with cassette. Optional extras were a rear wiper and alloy wheels. It has the F11A frame number. In October 1992 this engine was replaced by the new 24-valve 6A12 engine, with the same overall displacement but a shorter stroke. Power increased to 145 PS and the chassis number became F12A.
 * 20E

 * 25E

The 25E has the same features as the 20E but replaces the 20E's 2.0-liter engine with a 2.5-liter unit. The 25E's 2.5-liter 6G73 V6 engine outputs 175 PS at 6000 rpm and 222 Nm at 4500 rpm. The 25E has a frame number of E-F13A.

The next model in the long Diamante model range is the 25V. The 25V is almost the same as the 25E, although is identified with a different frame number reflecting the fact that four-wheel steering was equipped (E-F15A). It uses the same 2.5-liter 6G73 V6 engine, outputting 175 PS at 6000 rpm and 222 Nm at 4500 rpm. It is available in four-speed automatic transmission and 15-inch alloy wheels. In addition to the 20E equipment, the 25V also features speed sensitive power steering, leather-wrapped steering wheel and ventilated rear brake discs for maximum braking performance. Optional was a rear wiper.
 * 25V

The 25V-SE is the top of the range 2.5-liter Diamante variant. As with its lower variants the 2.5-liter 6G73 V6 engine is used. Like the 25V upon which it is based, it is only available as an automatic. In addition to the 25V equipment, the 25V-SE features anti-lock braking system (ABS), traction control system (TCS) and electric-powered seats. Optionals are the rear wiper and leather interior. It is identified by the same E-F15A frame number as the 25V. There was also a version of this without the four-wheel steering called the 25V-S, with chassis code F13A.
 * 25V-SE

The 30V is the base 3.0-liter FWD Diamante base. It comes with a 3.0-liter 6G72 V6 outputting 210 PS at 6000 rpm and 270 Nm at 3000 rpm. It is only available in automatic. The FWD Diamante Wagon comes with a 3.0-liter 6G72 V6 outputting 160 PS at 5000 rpm and 251 Nm at 4000 rpm. On top of the 25V equipment, the 30V features cruise control, remote central locking, six-speaker AM/FM cassette player and TCS. Leather interior and rear wiper remain optional. The frame number of the 30V is E-F17A, F07W for the wagon (although it is sometimes referred to as "K45" as well).
 * 30V

The 30R is the middle of the 3.0-liter FWD Diamante range. It uses the 3.0-liter 6G72 V6 outputting 210 PS a 6000 rpm and 270 Nm at 3000 rpm. As with all higher spec Diamantes it is available in automatic only. Strangely the 30R, which sold for ¥40000 more than the 30V has everything of the 30V except for TCS and ABS. The only addition is a front spoiler. The 30R is identified with the same E-F17A frame number.
 * 30R

The 30R-SE is the top of the FWD Diamante range. It uses the same 3.0-liter V6 as the 30R/30V and again is automatic only. The 30R-SE has all the equipment fitted to the 30V but active suspension granting it a 10 mm road height. Externally, it also features the front spoiler of the 30R. Its frame number is E-F17A.
 * 30R-SE

The 25V 4WD is the entry level Diamante with AWD. It has a frame number of E-F25A.
 * 25V 4WD

The 25V comes with a 2.5-liter 6G73 V6 engine, outputting 175 PS at 6000 rpm and 222 Nm at 4500 rpm. Standard equipment includes speed sensing power steering, power windows, power mirrors, cruise control, leather steering wheel, alloy wheels, remote central locking, climate control and a four speaker AM/FM radio with cassette player. Optional is full leather interior and a rear wiper.

The 30R-SE 4WD is the flagship of the Diamante range. It has the frame number of E-F27A as it is the same basic vehicle as the 30R. The only difference between the 30R-SE and 30R is the addition of a CD player.
 * 30R-SE 4WD

North America
The Diamante sedan was first sold in the United States in spring 1991 for model year 1992, replacing the Sigma. Mitsubishi Motors North America sourced their Diamante hardtop sedans from Japan and the wagons, introduced in late 1992 for model year 1993, from Australia. The Diamante was originally available in two trim levels, the base and LS, and only as FWD automatics. The base model used the 6G72 3.0-liter V6 rated at 175 hp, and shared with the Diamante wagon. The LS sedan got a dual-cam version of the 6G72, rated at 202 hp. Standard equipment for ES included central locking, driver's airbag, power windows and power mirrors. Optional was ABS, cruise control, alloys and sunroof. The LS added alloy wheels, cruise control and ABS to the standard equipment list. A manual sunroof and leather were optional.

With the 1993 model year update, there were minor equipment changes, and the base Diamante gained the ES suffix. The station wagon also became available during 1993.

When the Diamante was updated in 1994, sedans received revised taillamps, and a four-spoke steering wheel with audio controls. All models now included a passenger side airbag and cruise control as standard. For the LS, the manual sunroof was deleted from the option list and replaced with a CD player, power sunroof and traction control. Anti-lock brakes were standard on the LS and optional on the ES and wagon.

For the 1995 model year, the ES sedan was relegated to fleet sales, leaving only the LS sedan and the station wagon available to the general public. For 1996, only the ES and LS sedan remained and were made available only to rental car companies.

Australia
The Australian-built first generation Diamante was manufactured in Adelaide, South Australia. It was marketed in its domestic market as the Verada, which was a more luxurious version of the more mainstream second generation Australian-made Magna, both based on the Japanese Sigma. This model was the only one also built as a wagon that, along with the sedan, was intended for both the Australian domestic and export markets.

Europe
In European markets, the Sigma was only available with the 3-liter, V6 engine. The 24-valve version produces 205 PS, while the 12-valve V6 produces 177 PS. In March 1993 the Australian-built Sigma Station Wagon this was the only option for the Sigma Station Wagon. The 12-valve engine in the sedan and 170 PS in the Australian-built wagon, introduced in March 1993. All versions were available with either a five-speed manual or a four-speed automatic (with different importers choosing whether or not to offer all iterations), but the manual options were discontinued in mid-1995. The station wagon had a simpler, more compact rear suspension to free up luggage space. However, the station wagon also had a lower maximum load than the sedan, at 555 kg including passengers, which somewhat limited its utility.

Second generation (1995–2005)

The second generation of the Diamante was introduced to the Japanese market in January 1995. The Sigma variant was eliminated and not renewed for a second generation, due to poor sales in Japan; after a strong start most Sigmas sold had become taxis and patrol cars.

The Diamante was marginally larger with improved headroom. It was powered by several engines: the base engine was a 2.5-liter MVV (lean burn) V6, followed by a number of 2.5 and 3.5-liter variants, the 2.5-liter engine sported 175 hp and the 3.5-liter engine boasted 210 hp. The new Diamante range in Japan topped off with a 3.0-liter MIVEC V6 rated at 201 kW at 6000 rpm and 304 Nm at 4500 rpm. In its latter years, the Diamante range was reduced to a single engine offering in Japan, first a 3.0-liter GDI V6 with 240 hp (the first of its kind), and then a conventional 2.5-liter V6.

The Australian produced Verada came off the production line on 1 July 1996, and now formed the basis of all Diamantes sold outside Japan. Both the Verada (designated the KE series in Australia) and the Magna (TE series) on which it was based, won the 1996 Wheels magazine's Car of the Year award.

Sales on the US market commenced with the 1997 model year in late October 1996, where it occupied "near luxury" segment and competed on price with vehicles like the Lexus ES 300. The Diamante featuring export-only extra equipment such as keyless entry, but never featuring the eventual all wheel drive (AWD) drivetrain that became available for the Australian and New Zealand range (respectively badged Verada and Diamante). The North American Diamante also didn't receive an automatic with a manual-shift mode until 2004, and even then it was available only in LS and VR-X models and had only four speeds.

These Australian export models were mechanically different from the Japanese Diamante since the latter:
 * had multi-link front and rear suspension (whereas the Australian version had more basic MacPherson front struts);
 * only featured leather trim (Verada Ei featured cloth trim);
 * had a foot-operated parking brake (whereas the Australian production featured a conventional lever design)
 * had a pressed steel front cross-member.

In addition, with the Japanese Diamante, Mitsubishi introduced more technological innovations including:
 * a more advanced Traction control system (which was later introduced in Australia and therefore all export models);
 * satellite navigation system with a display featuring prominently on the center console;
 * Head-Up Display;
 * a distance/lane-keeping system that tracked lanes and cars ahead using a set of laser and camera (being technology first adopted by the 1992 Debonair);
 * the world's first five-speed automatic transmission in a transverse-engined drivetrain, complete with INVECS-II software logic and Tiptronic-functionality (the latter also subsequently introduced on Australian models from the KJ-series).

Australia was also the source of all Diamante wagons, for its domestic market and export markets including Japan, where their sales commenced in October 1997.

The exterior was refreshed for 2002 at which time, the Diamante won New Zealand's Car of the Year award. A radical restyle followed with the presentation at the 2003 New York International Auto Show of a new Diamante adopting the then new corporate look. Mitsubishi ceased to export the Diamante to North America after 2004 due to a decline in sales and unfavourable exchange rates. The U.S. market Galant grew in size, and the Diamante was replaced by the upper-end GTS trim of the Galant.

In Canada, the Diamante was only sold from December 2003 for the 2004 model year only. The Canadian version is based on the US version, but with some subtle changes such as daytime running headlamps, heated exterior mirrors, English/French labelling, and metric gauges/trip computer.

In Japan, the Diamante did not receive the extensive 2002 and 2004 restylings of the US and Australian/New Zealand models. It continued in its original narrow-body 1995 form until 2005.

On 15 June 2005, Mitsubishi announced it would halt production on larger sedans within Japan by December of that year, affecting both Diamante and Galant models. The production of the Magna/Verada combo by Mitsubishi Motors Australia continued unaffected.

VR-X
Introduced in 2002, the VR-X was a sporty variant of the Australian-made Diamante exported to North America. It was continued with the 2004 restyling.

The 2002 model's exterior was based on the top-of-the-range Australian KJ-series Verada sedan, whereas its mechanicals and fittings were derived from a combination of other Australian-made models:

 * Stiffer sports suspension from the limited edition Verada GTV (which, in turn, inherited it from the Magna Sports/VR-X sedans);
 * 16-inch sports alloy wheels from the Magna Sports;
 * Leather trim and electric seats from the Verada Xi;
 * White "VR-X"-marked instrument fascia from the Magna VR-X (as opposed to the standard Diamante and Verada electro instruments);
 * Silver centre console trim and 2-tone leather steering wheel from the Magna VR-X Limited Edition (losing the other Diamante's radio remote control);
 * Bodykit featuring front wheel arch extensions and wheelbase skirts from the Magna VR-X, plus unique rear wheel arch extensions and bootlid spoiler.

Unique to the American VR-X was a 270-watt, eight-speaker sound system and its engine was a 3.5-liter V6 engine that developed 210 hp compared to the standard Diamante's 3.5-liter V6 engine's 205 hp. This VR-X did not, therefore, feature the Australian "high output" version fitted to the Magna Sports/VR-X based Verada GTV, whose engines produced 163 kW and were mated to an advanced five-speed tiptronic automatic transmission (or also a five-speed manual in the case of the said Magna models).

The 2004 model continued the above mix of features but this time became more directly based on the TL-series Magna. Specifically, unlike the standard Diamante models that were Verada on the outside, the 2004 model was based on the Magna VR-X (for example, the rear light cluster were identical between these two). This Diamante VR-X inherited the 16-inch alloy wheels from the Australian Magna VR-X AWD (notably, the front-wheel drive Magna instead had 17-inch alloy wheels and the Magna Sports was no longer the wheel donor car because it was discontinued by this time). Electric seats and leather trim remained Verada-derived fittings. The steering wheel remained the 2-tone leather unit of the 2001 TJ series Magna VR-X Limited Edition (that became an optional accessory available across the Australian range).

title: Mitsubishi Diamante