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Ford E-Series

The Ford E-Series (also known as the Ford Econoline, Ford Econovan or Ford Club Wagon) is a range of full-size vans manufactured and marketed by the Ford Motor Company. Introduced for 1961 as the replacement of the Ford F-Series panel van, four generations of the model line have been produced. Marketed for both cargo and passenger transport configurations, the E-Series has been designed with multiple design variations for both retail and commercial sale, including vans, and commercial-grade cutaway van chassis and stripped chassis (a chassis without bodywork).

With over 8.2 million units sold since 1961, the Ford E-Series is the third-best selling van line in history (outranked only by the Ford Transit and Volkswagen Transporter). Ford retired the E-Series passenger and cargo vans after 2014, replacing them with the Ford Transit. As of current production, the E-Series remains offered exclusively in cutaway and stripped-chassis configurations. In 2021, the model line entered its 60th year of production (becoming the second current Ford line to do so).

The E-Series (cutaway/stripped chassis) is assembled by Ford at its Ohio Assembly facility (Avon Lake, Ohio), which has produced the model line since 1975. Prior to its closure, Lorain Assembly (Lorain, Ohio) assembled the model line from 1961 to 2005.

First generation (1961–1967)
Ford released the first-generation Ford Econoline on September 21, 1960, for the 1961 model year. Beginning development in 1957, the model line served as a replacement for the Ford F-Series panel delivery (and the smaller Ford Courier sedan delivery). Three models were available, a cargo van, a passenger van (also sold under the Station Bus and Club Wagon names), and a forward-control pickup truck.

Competing directly against the rear-engined Chevrolet Corvair van and Volkswagen Transporter, the Ford Econoline established multiple design precedents adopted by successive North American vans, including the Chevrolet Van and Dodge A100. While also a forward-control vehicle, Ford introduced a midengined configuration. To improve cargo access by creating a flat load floor and enlarging the rear doors, the engine was placed between the front seats.

Chassis
The first-generation Ford Econoline was based on the Ford Falcon compact car range. To accommodate its 90-inch wheelbase (the shortest for a Ford since 1908), the Econoline adopted a midengined configuration, placing the engine behind the front axle; consequently, the layout precluded the use of a V8 engine.

The Econoline was initially powered by the 85 hp 144-cubic-inch inline-six (the standard engine of the Falcon); a 101 hp 170-cubic-inch inline-six was introduced as an option. For 1965, the 170 six became standard, with a 240 cubic-inch six introduced as an option. A three-speed manual was standard, with a Dagenham four-speed manual introduced for 1963 and discontinued in 1964; the 170-cubic-inch engine was offered with a three-speed automatic in 1964, and the larger two engines were both offered with a three-speed automatic as an option thereafter.

In contrast to the Falcon, the Econoline was fitted with a solid front axle and a solid rear axle suspension with leaf springs for all four wheels.

Body
In its body design, the Ford Econoline adapted several elements of the Volkswagen Type 2, while making major departures with other design features to accommodate its mid-engined layout. In line with Volkswagen, the Econoline positioned the front seats above the front axle, making it a cabover-style configuration (similar to the Jeep Forward Control). The grille placed below the headlights was a design feature borrowed loosely from the Ford Thames 400E (a predecessor of the Ford Transit).

The midengined placement enlarged the cargo area, as the engine compartment was located forward of the flat load floor. While Volkswagen marketed rear-engined vans in the United States until 1991, Chevrolet/GMC and Dodge both adopted the design of the Econoline, introducing midengined vans for the 1964 model year.

Through its production, the first-generation Ford Econoline was offered in several variants. Alongside the standard six-door cargo van, an eight-door version (adding two doors on the driver side) was added for 1963. For 1964, a panel van was introduced, deleting side loading doors altogether. For 1965, a "Super Van" extended-length body was introduced, extending the body 18 inches behind the rear axle. Econoline cargo vans (except panel vans) were offered with or without side windows in several configurations.

Variants
Alongside the Ford Falcon, the Ford Econoline was expanded into a product line including several vehicles. In Canada, the Econoline was marketed through both the sales networks of both Ford and Lincoln-Mercury (as a Mercury), to increase its presence outside of urban areas.

Passenger van
Introduced alongside the cargo van in 1961, Ford introduced two passenger variants of the Econoline (branded as part of the Falcon range). Alongside the Station Bus (branded as both a Falcon and Econoline), Ford marketed the Club Wagon. While the Station Bus was largely intended for commercial/fleet use, the Club Wagon was marketed as an alternative to station wagons. A five-seat configuration was standard, with an eight-seat configuration offered as an option.

Pickup truck
Introduced as a bodystyle for 1961, the Ford Econoline pickup truck derived its body from the cargo van. Similar in configuration to the Chevrolet Corvair pickup, the Econoline pickup bed had no engine intrusion related to the engine compartment. While far shorter than the similar-GVWR F-100, the Econoline pickup was designed with a 7-foot-long pickup bed (sized between the two F-Series offerings). Two versions of the cab were offered, a standard "three-window" cab and an optional "five-window," which added wraparound windows to the cab corners.

The introduction of the 240-cubic-inch engine for 1965 necessitated a larger engine compartment, intruding slightly into the cargo bed (to provide clearance for the transmission bellhousing). The same year, a "Spring Special" package was offered as a trim option.

At the time of its launch, Ford projected the Econoline pickup truck to outsell the van, but buyers reversed the trend, with the van outselling the pickup truck nine-to-one. The bodystyle ended production after the 1967 model year, remaining unique to the first generation.

Mercury Econoline
The first-generation Econoline was sold by Ford of Canada by both Ford and Lincoln-Mercury. When branding its truck offerings under the Mercury brand, Ford of Canada maximized its presence in rural area serviced by either Ford or Lincoln-Mercury (but not both). As with the Mercury M-series trucks, the Mercury Econoline was largely identical to its Ford namesake (differing primarily in badging); the model was marketed in Canada as a cargo and passenger van and a pickup truck.

For 1961, Ford of Canada began production Mercury-brand Econolines at Oakville Assembly in Ontario; later that year, Mercury Econoline pickup was shifted to Lorain Assembly in Ohio. For 1962, production of the entire model line returned to Oakville. After 1965, production of the model line was sourced from the United States.

Production numbers of Mercury Econolines were low, with only 1,291 Mercury Econoline pickup trucks being built in 1965. Following the 1968 model year, Ford of Canada ended the sale of Mercury-branded trucks, leaving the Mercury Econoline as the last Mercury-branded van until the 1993 Mercury Villager minivan.

Second generation (1968–1974)
Following a lengthy United Auto Workers strike in 1967, the launch of the second-generation Econoline van was delayed almost four months, until January 1968. Instead of marketing the van as a 1968 or 1968-1/2 model, Ford marketed it for model year 1969. Losing its Falcon roots, the second-generation Econoline became a heavier-duty vehicle, sharing many of its underpinnings with the F-Series full-sized pickups.

Chassis
The unibody construction of the previous generation was carried over, and the mid-engine, forward-control layout gave way to a front-engine layout with a forward axle placement; this allowed use of the "Twin-I-Beam" front suspension from the F-Series trucks. The wheelbase increased 15 in, while the 18 in longer long-wheelbase model became the largest full-sized van offered in North America at the time.

Following Dodge and Chevrolet/GMC, a V8 engine became optional.

Body
With the change of chassis and axle configurations, the Econoline gained a conventional hood for engine access, though engine access remained largely from the van's interior. The redesign provided a conventional grille, styled similarly to the F-Series.

For 1971, the grille was redesigned to match the updated F-Series. For 1972, a sliding rear door became an option; introduced on a cutaway van chassis was the Hi-Cube van, a cab-chassis version of the Econoline with a box-van body. The introduction of the cab-chassis variant became popular in the recreational-vehicle industry (a Class C RV), a segment still dominated by the E-Series in the 2010s.

Interior
Inside of the Econoline, the shift of the engine location moved the engine housing from between the seats to in front of the driver and front passenger, under the windshield. While the Econoline cargo van remained, it was joined by an Econoline passenger van (replacing the Falcon van). To attract more buyers to passenger vans, Ford introduced two new trims of the passenger van, the Ford Club Wagon and Ford Club Wagon Chateau. Based on the long-wheelbase version, the Chateau had air conditioning, houndstooth fabric on all seats, an AM/FM sound system, and the option of 12-passenger seating.

Third generation (1975–1991)
For 1975, the Econoline/Club Wagon were given a complete redesign. Based on an all-new chassis, Ford became the first American manufacturer to adapt body-on-frame construction to a full-size van.

The new-generation Econoline would become common not only in its own right, but as the basis for other vehicles. With a full frame, the Econoline became popular as a cutaway van chassis; the design served as a basis for many ambulances, and various types of trucks and buses. The shared drivetrain with the F-Series marked the beginning of aftermarket four-wheel drive conversions. During the 1970s, the Econoline became popular as a basis for van conversions. Using the sparsely-equipped Econoline cargo van as a basis, a luxurious interior was fitted, along with extensive customization of the exterior.

The 1978 Ford Econoline was MotorTrend's first-ever Truck of the Year.

Chassis
To increase the versatility of the full-size van line, the Econoline was developed using body-on-frame construction for the first time. In addition to increasing the strength of the chassis, the configuration allowed more commonality with the F-Series trucks. As before, the Twin-I-Beam front suspension was used. In its new configuration, the engine was moved further forward and lowered relative to the body. The van grew in size: the 124 in short-wheelbase configuration was a half inch longer than the previous long-wheelbase chassis; the new long-wheelbase chassis was 138 in, the longest wheelbase full-size van sold until 1990. After the 1984 model year, the 124-inch wheelbase Club Wagon passenger van was discontinued, and the 124-inch wheelbase Econoline Cargo Van was discontinued after the 1990 model year, leaving the 138-inch wheelbase as the sole option.

In 1983, to increase the fuel economy of the Econoline without a major loss in engine output, Ford introduced the option of a 6.9L IDI diesel V8 produced by International Harvester; in 1988, this was enlarged to 7.3L. The diesel V8 engines were available only in Econoline 350s (or Club Wagons sold on the same chassis). The cutaway version was available with the 4.9L 6-cylinder or the larger (5.8L and up) V8s.

Due to the popularity of automatic transmissions in full-size vans, Ford discontinued all manual transmissions after the 1989 model year. The column-shifted 3-speed departed after 1986, leaving the floor-shifted 4-speed overdrive manual as standard. The four-speed was replaced by a Mazda-sourced 5-speed M5OD for 1988.

Body
Unlike its predecessors, Ford designed the 1975 Econoline with a "two-box" layout. Similar to the Ford Transit of the time, the configuration moved the engine as far forward as possible and lower in the chassis than in its predecessor; although the hood was nearly twice as long, the hoodline was much lower. A higher degree of parts commonality with the F-Series made itself known in the bodystyling: the vent windows, taillights, bumpers, and wheels were common items between the two vehicles.

During its sixteen-year production run, the exterior of the Econoline/Club Wagon would remain nearly unaltered. In 1978, the Super Van/Super Wagon was introduced; based on the 138-inch wheelbase, it was a rear body extension allowing for extra cargo room or an extra row of seating (for up to 15 passengers). In 1979, a minor facelift updated the grille design; round headlights were replaced by rectangular units. In 1983, the Ford Blue Oval was added to the grille, replacing the "FORD" lettering on the hood.

Although the 1986 Ford Aerostar minivan would introduce styling far different from the Econoline, the basic styling of the full-size van would heavily influence the Ford Ranger (and its SUV offspring, the Ford Bronco II).

Interior
Inside, the redesign of the chassis expanded interior room, though the rear of the engine still remained between the front seats; an engine cover still provided access for servicing. Sharing many controls with the F-Series, the new design also improved interior ergonomics. In three body sizes, the Econoline was produced in a cargo van and passenger van, with the latter produced in three trim levels: base, Custom and Chateau. In addition, the Club Wagon was produced solely as a passenger van. After 1980, this was replaced by the F-Series nomenclature of XL and XLT. In line with the F-Series, the Econoline/Club Wagon was sold in 100/150/250/350 variants, with the Econoline 100 discontinued in 1983 (Club Wagon chassis variants were not denoted).

Fourth generation (1992–present)
For the 1992 model year, Ford introduced the fourth generation of the Econoline/Club Wagon. While the third-generation chassis was largely carried over, the body and interior underwent a complete redesign. The vehicle has received several revisions during its production, with the most recent taking place in 2021.

Toward the end of the 1990s, Ford began to phase out the use of the Econoline and Club Wagon nameplates. For 1999, the Club Wagon nameplate was discontinued and the Econoline was renamed the E-Series, a nomenclature closer to that of Ford's full-size F-Series trucks.

In June 2014, production of E-Series passenger and cargo vans was discontinued as sales of the Ford Transit began in North America; at the time of its retirement, the model line had been the best-selling full-size van line in the United States since 1980.

From the 2015 model year onward, the E-Series has remained in production solely in cutaway and stripped chassis configurations.

Chassis specifications
The fourth-generation shares the VN platform of the third-generation Econoline, introduced in 1975. Sharing many components with F-Series trucks, the E-Series retained the "Twin-I-Beam" front suspension used by rear-wheel drive Ford trucks in North America from the 1960s to the early 1990s. The rear suspension was a live rear axle with rear leaf springs.

For the 2007 model year, all E-Series (including the E-150) had eight-lug wheels and GVWRs of over 8,500 pounds. For the 2008 model year, the chassis underwent its largest revisions of the fourth generation. In an effort to improve handling and safety, larger brakes, improved steering, and rollover stability control were added. The Twin-I-Beam layout was retained, making it the second to last Ford vehicle to use it.

Powertrain
At its 1992 launch, the fourth generation carried over its powertrain line from the third-generation model line (sharing it with the ninth-generation F-Series). A 4.9L inline-six was standard, with a 5.0L V8 (on E-150 only) and a 5.8L V8 offered as options. On 350-series vans, a 7.5L V8 and 7.3L Navistar diesel V8 were also optional; the diesel became turbocharged in 1993. For 1995, the IDI diesel was replaced by a 7.3L Ford Power Stroke diesel V8 (also sourced from Navistar).

For 1997, the E-Series underwent a revision of its engine lineup, retaining only the 7.3L diesel. Sharing its gasoline engines with the tenth-generation F-Series, a 4.2L V6 replaced the inline-6 and a 6.8L V10 replaced the 7.5L V8. The 5.0L V8 and the 5.8L V8 were replaced by 4.6L and 5.4L V8s, respectively. The 4.2L V6 was only available on 150- and 250-series vans, unlike its predecessor which could also be had on 350-series vans. For 2003, the 4.6L V8 became available on the E-250.

For 2004, the 7.3L diesel was replaced by a 6.0L diesel from Navistar. While gaining an intercooler over its predecessor, due to the lack of airflow in the engine compartment (compared to Super Duty trucks), Ford had to detune the E-Series version of the 6.0L V8. For 2004, the 4.2L V6 was dropped and the 4.6L V8 became the standard engine on the E-150 and E-250, making the E-Series the first American full-size van with a V8 engine standard.

The 6.0L Power Stroke was offered until 2009 in the Ford Econoline vans (model year 2010), even though Ford Super Duty trucks were upgraded to the 6.4L version in 2007. Diesels were no longer offered after the 2010 model year. For 2009, the 4.6L and 5.4L engines gained flexible-fuel capability (allowing them to use E85 fuel).

In May 2014, the final 4.6L V8 was produced for the E-Series, with the 5.4L V8 becoming the standard engine for 2015.

Starting with the 2017 model year, the 6.8L V10 replaced the 5.4L V8 as the standard engine, with a 6.2L V8 becoming the optional engine. Both engines have flex-fuel capability and both can be converted to use CNG or LPG (propane autogas).

Since the 2021 model year, the E-Series has only used the gasoline 7.3L V8 from the fourth-generation Super Duty truck, offered with an option for conversion to CNG or LPG.

Body
During its production, the body style of the fourth-generation E-Series underwent minor revisions in 1997 and 2003, with a major revision in 2008.

In line with the F-Series, the Econoline/E-Series was sold in 150, 250, and 350 series, denoting 1/2-, 3/4-, and 1-ton chassis (the Club Wagon was not designated by chassis size).

The body was available in two lengths, with the extended-length version exclusive to the 250 (3/4-ton) and 350-series (1-ton) chassis for both cargo and passenger vans (until 2009, when an extended-length E-150 cargo van became available). The cargo van was sold as a two-passenger vehicle, with the passenger van was sold in various configurations, accommodating up to 12 passengers on regular-length models or 15 passengers on extended-length models.

Trim
During its production, the fourth-generation model line underwent several name changes. As with the previous generation, the Econoline was sold as both a cargo van and as a passenger van (Econoline Wagon) with the Ford Club Wagon sold only as a passenger van. For 1992 the luxury-oriented Chateau trim line of the Club Wagon, dormant since 1989, made a return, slotted above the XLT trim. For 1992, the Club Wagon Chateau was awarded Truck of the Year by Motor Trend. For 2001, the Chateau was dropped, replaced by the E-150 Traveler; due to low sales, it was dropped after a single model year.

1992–1997
For the 1992 model year, Ford introduced the fourth-generation of the Econoline/Club Wagon. While the third-generation chassis was largely carried over, the body and interior underwent a complete redesign. In contrast to its GM and Dodge competitors, the two-box body configuration made a return. To optimize the aerodynamics of the van body, the hood was angled slightly downward and the windshield was raked back (though far less than the Aerostar). If specified, all side and rear window glass was flush-mounted to the body, along with wraparound tail lamp lenses; flush-mounted composite headlamps were an option (standard on all Club Wagons). For 1992, the Econoline/Club Wagon became the first full-size vans produced with a center-mounted brake light.

When redesigning the interior, the driver compartment underwent extensive modernization. While space between the front seats was again dominated by the front-mounted engine, a redesign of the engine cover freed up additional passenger room. Sharing controls and components with the F-Series and Aerostar, the model line became the first full-size van equipped with a standard driver-side airbag (except for 350-series models, exempted by their GVWR). The instrument panel received more legible instruments (but no tachometer); a 6-digit LCD odometer replaced the previous 5-digit analog unit.

For 1994, CFC-free R134a air-conditioning refrigerant was adopted beginning with September 1993 production. For 1995, the tail lamps were revised, removing the amber turn signals.

For the 1996 model year, Ford introduced a new Class 4 medium-duty variant of the Econoline, offered exclusively as either a cutaway van chassis or cab-chassis. Dubbed the E-Super Duty (in line with the F-Super Duty sold at the same time), this version was created using heavier-duty components than the existing Econoline 350 commercial models, such as a Dana 80 rear axle with higher 4.63 axle ratios, new parking brake assembly, and heavier-duty shocks to allow for a maximum GVWR of 16,000 lbs. It was offered with either the existing 7.3L diesel or 7.5L gasoline V8s, the latter eventually being replaced by the 6.8L Triton V10. It was sold in either a 158" or 176" wheelbase. Due to its shorter front nose and tighter turning circle compared to the equivalent F-Series model, the E-Super Duty was a popular choice for box truck and bus conversions.

1997–2002
For 1997, the Econoline underwent a revision of both its exterior and interior, largely to bring its appearance in line with other Ford trucks. The previous egg-crate grille was replaced by an eight-hole oval-shaped cutout (matching the Explorer and F-150). For 1999, the Econoline would be renamed to the E-Series, adopting a similar naming scheme to the F-Series line. This included the E-150, E-250, and E-350, with the E-Super Duty becoming the E-450.

The interior underwent a complete redesign, adopting an all-new dashboard. Following the adoption of dual airbags (for all versions), the "brick"-style steering wheel was replaced by one with a center-mounted horn. To improve the convenience of interior controls, rotary switches for climate controls were introduced, along with a double-DIN radio. The instrument panel was redesigned, reintroducing an analog odometer. The front seats underwent a redesign, relocating the seatbelt mounting to the B-pillars.

Ford E-550 Super Duty (2002–2003)
In September 2001, Ford announced it was working on a E-550 version of the E-Series for cutaway use. In 2002, Ford introduced the E-550 Super Duty as the highest-GVWR version of the E-Series with GVWRs up to 19,000 lbs. Offered solely in a cutaway-cab design, the E-550 was intended to bridge the gap between the pickup truck–derived F-450/550 Super Duty and the F-650 medium-duty trucks.

Sharing a number of chassis components with the F-550 Super Duty, the E-550 was distinguished by a grille styled in line with Super Duty pickup trucks (with a three horizontal slots between two vertical openings). To accommodate the wider, heavier-duty front axle, the van body was fitted with a larger front bumper and plastic fender flares (shared with the F-550 truck). Several wheelbases were offered, ranging between 159.5 inches and 233.5 inches; as with the Super Duty and the E-350/450, the E-550 was powered by either a 6.8L V10 or a 7.3L V8 turbodiesel.

Following the 2003 model year, Ford ended production of the E-550.

2003–2007
For 2003, the E-Series underwent an exterior update, adopting the grille introduced by the 2002 E-550 Super Duty. The new grille shifted the Ford Blue Oval emblem from the hood to the center of the grille (for the first time since 1991); based on trim, the grille was either dark gray or chrome. The front turn signal lenses were changed from clear to amber (their first change since 1992).

Coinciding with the exterior revision, the interior saw several updates. While the dashboard remained essentially unchanged, the engine cover was redesigned (including redesigned cup holders); the design now included a center-mounted glovebox (absent from the E-Series since 1974). For 2004, the instrument cluster was updated with a digital odometer; heavy-duty vans now offered a tachometer (as an option).

2008–2014
For 2008, the E-Series received a restyled front-end design similar to that of the newly-redesigned Ford Super Duty trucks. The interior design carried over.

For the 2009 model year, Ford introduced a new interior for the E-Series. The instrument panel was now larger and included an enhanced message center that could display warning messages, and other information, and the front interior door panels were redesigned with "E SERIES" branding embossed into the panels. Radios were also revised, with an auxiliary audio input jack being offered as standard equipment on all radios for the first time. The Ford Sync entertainment system, designed by Microsoft, and adding USB integration and hands-free Bluetooth calling and wireless audio streaming capabilities was now also offered as an option. Finally, an optional touchscreen GPS navigation system radio was also offered, and included HD Radio on select models.

Starting with the 2011 model year, the 6.0L Power Stroke turbo-diesel V8 engine was discontinued, and the E-Series was no longer offered with a diesel engine.

2015–2020
For the 2015 model year, Ford discontinued sales of the E-Series passenger and cargo vans, replacing them with the fourth-generation Ford Transit.

Because of its popularity with upfitters who convert the chassis into recreational vehicles, buses, or other specialized vehicles, Ford announced it would continue to offer the E-Series as a cutaway chassis (open cab, to be fitted with second-party rear body), a chassis cab (enclosed cab, to be fitted with second-party rear body), and a stripped chassis (no cab, to be fitted with a complete second-party body).

Ford said it made the change, because while the E-Series had remained the best-selling vehicle in the full-size van segment since 1980, the model line had seen little change since 1992 on a chassis introduced for the 1975 model year. At the time of its 2008 update, 95% of sales were to commercial or fleet users, with nearly half of production represented by cargo vans. Sold outside of North America since 1965, the Transit was introduced to the United States and Canada, offering increased fuel economy and additional body configurations over the E-Series.

Production of the base 4.6L V8 Ford Modular engine was discontinued after the 2014 model year (at the time, the E-Series was the only Ford product to use that engine). For the 2015 and 2016 model years, the only engine options were the 5.4L V8 or 6.8L V10 Modular engines. Starting in 2017, Ford began offering the 6.2L V8 Boss engine as a replacement for the 5.4L V8 engine.

The chassis-cab configuration was eliminated starting with the 2019 model year. Ford did not produce the E-Series for the 2020 model year.

2021–present
For the 2021 model year, the E-Series interior underwent a redesign, adopting a more modern electronic instrument cluster with steering wheel controls first developed for the fourth-generation Super Duty truck. Under the hood, all models use the larger 7.3L V8 Godzilla naturally aspirated gasoline engine also used on the fourth-generation Super Duty truck. However, the exterior design remains unchanged from the 2008 redesign.

The instrument cluster has a 2.3 in monochromatic screen with an available upgrade to an 8 in color screen. The new instrument panel also allowed for the addition of new optional safety equipment that was previously not available on the E-Series, including adaptive cruise control, a forward collision avoidance system, a lane departure warning system, and automatic high-beam front headlamps.

Meanwhile, the touchscreen Ford Sync infotainment system was eliminated. The only available factory audio system is a basic single DIN model with AM/FM radio, Bluetooth for hands-free calling and wireless stereo audio streaming, and a USB input.

Platform
The Econoline/E-Series platform was designated VN58 in the late 1980s. The platform architecture was introduced in 1974, when Ford introduced the third generation of the Econoline full-size van, the first produced with a full-length frame. For 1992, the fourth-generation Econoline/Club Wagon/E-Series was introduced, marking a substantial revision to the chassis architecture and a completely new body. The platform was later redesignated VN127.

Following the introduction of the V363N Ford Transit, the VN E-Series ended production as a cargo/passenger van after the 2014 model year. From the 2015 model year onward, the E-Series has remained in production as a cutaway-cab chassis (no bodywork aft of the front doors) and as a stripped chassis (with no bodywork).

This is the final chassis that uses the Ford "Twin-I-Beam" front suspension architecture.

Vehicles using this platform include:

 * Ford Econoline/Club Wagon/E-Series – full size vans (VN58, about 1989; VN127 1995)
 * Ford Carousel – cancelled mid-size van based on SWB Econoline (planned for 1975–1976)

title: Ford E-Series


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Madejski Stadium

The Madejski Stadium, currently named the Select Car Leasing Stadium for sponsorship reasons, is a football stadium in Reading. It is the home of Reading Football Club, who play in EFL League One. It also provides the finish for the Reading Half Marathon. It is an all-seater bowl stadium with a capacity of 24,161 and is located close to the M4 motorway and Reading Green Park railway station. The West Stand contains the Voco Reading Hotel.

The stadium was opened on 22 August 1998 and replaced Elm Park as Reading's home ground. It was named after John Madejski, who was chairman of Reading FC and provided most of the funding.

History
In January 1990, the Taylor Report made all-seater stadiums compulsory in the top two divisions of English football for the 1994–95 season. Having played in the second tier of the English league several times before, Reading were champions of Division Two in 1994, and were promoted to Division One. Reading became subject to the Taylor requirements. Converting Elm Park to an all-seater stadium was not practical, so a location in Smallmead (to the south of the town) was identified as the site for a new stadium. The location of a closed landfill, the site was purchased for £1, on the condition that the club develop the A33 relief road. Construction of the new stadium, which was undertaken by Birse Group, was underway by 1997, and the last competitive match at Elm Park took place on 3 May 1998 against Norwich City, with Reading losing 1–0, having already been relegated to Division Two.

Reading began the 1998–99 season at the Madejski Stadium. It was opened on 22 August 1998 when Reading beat Luton Town 3–0, with Grant Brebner scoring the first goal at the stadium. Following the death of academy manager Eamonn Dolan in 2016, the North Stand was renamed as a memorial to him.

For the first time in its history, Reading Football Club participated in the Premier League in the 2006–07 season. As a result of the sell-out crowds for their first few fixtures of the season, the club announced its intention, in October 2006, to make a planning application to extend the ground to between 37,000 and 38,000 seats. The application was made on 24 January 2007, proposing initially the extension of the East Stand with a further 6,000 seats (raising capacity to around 30,000) and subsequently extension of the North and South Stands to reach the full proposed capacity.

On 24 May 2007, it was announced that planning permission had been granted to extend the stadium to a capacity of 36,900. The first phase will expand the East Stand by 6,600 seats. Work was set to start in mid-2008, after the initial plan of extending in 2007 was scrapped due to spectator seats being affected, during the work, already being sold to season ticket holders.

Reading's relegation from the Premier League in 2008 meant that all expansion plans were put on hold, but were revived when promotion was again achieved in 2012.

Plans to expand the ground were again put on hold after Reading were relegated back to the Football League Championship at the end of the 2012–13 season after a goalless draw at home to QPR on 28 April 2013.

In July 2021, at the beginning of the 150th anniversary season, it was announced that the Madejski Stadium had been rebranded as the Select Car Leasing Stadium for the next ten years. In honour of Sir John Madejski, the East Stand was renamed as The Sir John Madejski Stand.

Structure and facilities
The stadium cost more than £50m to build and the pitch incorporates a system of synthetic fibres interwoven with natural grass, installed at a cost of more than £750,000. It is built on the site of a landfill site and is surrounded by methane vents.

The Eamonn Dolan Stand capacity is 4,946 including 25 spaces for wheelchairs. Although in use for all Reading matches, the stand was normally closed for London Irish and only opened in exceptional circumstances where demand required.

The South Stand has a capacity of 4,350 including 29 wheelchair spaces and contains an area for visiting supporters. The initial allocation visiting teams received up until the 2022–23 season was 2,127 and is the half of the stand joining onto the West Stand. The other half of the South Stand is Club 1871, a home fans member area, which encourages safe standing to create a matchday atmosphere. Under the terms of their original lease, London Irish only utilised the South Stand for the most popular matches. However, with the original renegotiation and extension of the lease, the South Stand was used for all London Irish matches with an unreserved seating plan. London Irish sold season tickets for South Stand between 2008 and 2014–15. Since 2015, with falling attendance at London Irish, the South Stand remained closed for rugby and only opened if required.

The Sir John Madejski Stand (East) has a capacity of 7,286 including 18 spaces for wheelchairs. The stand also contains the stadium's video screen which is located in the corner adjoining the South Stand. The stand was open for all London Irish fixtures only until the end of the 2015–16 season and again for the 2017–18 and 2019–20 seasons.

The West Stand, the stadium's main stand, has a capacity of 7,579 including 15 wheelchair spaces and contains a lower and an upper tier. The upper level does not overhang the lower tier and the executive boxes are located between the two tiers. The tunnel and dugouts are located in this stand. During the 2016–17 and 2018–19 seasons, the West Stand was the only stand in regular use for London Irish home games. The outside of the stand contains the Voco Reading hotel, a member of InterContinental Hotels Group's Voco chain]. From the 2023–24 season the initial allocation for visiting fans will be located in the upper west corner.

International football
The stadium has hosted five England under-21 internationals. These were as follows.

An England B match was also held at the stadium.

Other international matches.

Rugby union
Although a designated football stadium, the stadium was used regularly since opening for rugby union. Richmond were the first rugby team to become Reading's tenants, using the stadium from its opening season in 1998 after outgrowing their original home of Richmond Athletic Ground. This tenancy lasted only one season as Richmond went into administration and were nominally merged into London Irish.

London Irish moved into the stadium in 2000 after a year of ground sharing with Harlequins at the Stoop Memorial Ground in Twickenham. On 11 January 2008, it was announced that London Irish had reached an agreement to continue playing home games at the stadium until 2026. However, they were to leave after the 2019–20 season. London Irish played their last game at the stadium on 1 March 2020 when they were defeated by Wasps. The COVID-19 pandemic had disrupted the season causing a premature end to their tenancy and forcing them to return to the Stoop for the remainder of the elongated season.

Irish saw their average crowds grow to more than 11,100 after moving to Reading in 2000, holding the record for the biggest rugby union Premiership attendance at a club ground, when 23,709 people saw Irish play Wasps (then London Wasps) on 16 March 2008. This record stood until 19 September 2009, when Leicester Tigers opened their new stand to increase capacity to 24,000.

In addition to London Irish home matches, the stadium has also hosted several knock out phases of European cup rugby where a neutral ground was required or where teams were required to play at a larger capacity ground.

Music
Besides football, the Madejski Stadium can be configured to hold other events, including concerts.

On 13 June 2004, Busted played at the Madejski Stadium, with an attendance of 20,000.

On 26 May 2005, Elton John played at the Madejski Stadium in front of a crowd of 24,000. Reading FC supporters were given priority, with tickets going on sale on the 9 December 2004 ahead of the general sale on 14 December. This was followed by XS Madness on 6 June, attended by 9,000. The event featured multiple performers including McFly, Rachel Stevens, Charlotte Church, Bananarama and Melanie C.

Luciano Pavarotti was due to perform the stadium on 1 July 2006, after being delayed from the 11 June due the singer's neck surgery to repair two vertebrae. His final public performance was at opening ceremony of the 2006 Winter Olympics in Turin, before his death in 2007 from pancreatic cancer. He underwent surgery in early July 2006, with all his remaining concerts being cancelled.

On 3 July 2006, the Red Hot Chili Peppers played the Madejski Stadium as part of their Stadium Arcadium World Tour, with a crowd of 28,000 turning up for the event.

On 1 June 2013, the AllStarz Summer Party was held. JLS performed, with the headliner being Jessie J.

Other uses
The Madejski was selected as the venue for a charity friendly football match on 3 May 2006, featuring celebrities and football legends from England and Germany. The Match, named England vs Germany: The Legends was held to raise money for the Bobby Moore Fund and the British Red Cross and to celebrate the fortieth anniversary of England winning the 1966 World Cup. The German team won the match 4–2, in an exact reversal of the score from 1966, in front of a crowd of 20,000.

The stadium is also the final venue for the Reading Senior Cup.

Runners finishing the Reading Half Marathon cross the finish line inside the stadium. The stadium is also used as a hub for pre- and post-event services e.g. public transport terminus and bag drop during the day of the event.

A match from the 2000 Rugby League World Cup was also held here.

From February 2021 onwards, the stadium was used by the NHS as a mass vaccination centre as part of the nationwide vaccine rollout, at the height of the COVID-19 pandemic.

Records
The highest attendance at the stadium was 24,184 (apparently exceeding the stadium's stated capacity) on 17 November 2012 for the Premier League game with Everton beating the previous record of 24,160 set on 16 September 2012 for the Premier League game with Tottenham Hotspur. The highest attendance for a cup match at the stadium was 24,107 on 3 December 2003 for the Football League Cup match with Chelsea.

Attendances by season
Notes

Transport
On Reading match days, the stadium is served by a network of special bus services provided by Reading Buses and Stagecoach Buses. Two of these (Reading Buses F1 and F2) provide regular shuttle services from Reading railway station and from a park and ride site at Shinfield Park respectively. Fourteen further Reading Bus services provide links from various Reading suburbs and nearby towns and villages, including Newbury and Henley on Thames. Stagecoach services provide links from Basingstoke, Farnborough, Wokingham and Bracknell.

When no matches are taking place, the stadium can be reached from Reading town centre using Reading Buses Greenwave services.

The stadium is also close to Reading Green Park railway station, which also serves the adjacent Green Park Business Park. It is on the Reading–Basingstoke line and opened in May 2023. The new station is just under a 1 mi walk from the stadium.

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

title: Madejski Stadium


text:
User talk:Suicidepact

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Talk:Time ball

WikiProject Time assessment rating comment
Want to help write or improve articles about Time? Join WikiProject Time or visit the Time Portal for a list of articles that need improving.

—Yamara ✉  22:50, 17 March 2008 (UTC)

Discussion
Main source of info is local museem in deal, kent, based in the time ball tower on the seafront. (ie, not totaly reliable, but dont see why it would be wong) 195.137.54.92 20:44, 30 Jul 2004 (UTC)

It appears to me that this is the basis for the tradition of dropping the ball at midnight on New Year's Eve. If I'm correct should that be mentioned in the article? -R. fiend 05:27, 26 Oct 2004 (UTC)
 * To be honnest i havent got a clue on that one, hm, in need of a bit more reasurch i think... tooto 21:08, 3 Nov 2004 (UTC)

Noontime?
The article is confusing when it mentions that timeballs were typically dropped at Noon in the USA, then goes on to say they were NOT usually dropped at noon b/c the observatories were busy making observations. Does this just mean that's why countries besides the US chose a later time?
 * If I were to speculate I'd say a reason for a 1pm drop would be it's more likely any fog has burned off rather than that the observatory is busy at noon. That speculation still does not explain why the drop is at noon on the USA and 1pm elsewhere. --Marc Kupper|talk 00:14, 2 January 2009 (UTC)
 * If -I- were to speculate, I'd say ship's companies, for whom the time signal was meant, tend to be busy at noon. It's the time of change of the watch, so most of the ship's officers would be either coming on or off watch. 2003:C6:3CB:B03B:DC40:F342:2C2B:F688 (talk) 02:02, 7 March 2017 (UTC)

Brighton timeball
The one in Brighton seems to be a bit bizarre. Our article says it works hourly. The discussion at variously suggests it is random, 3-hourly, or every two-and-a-half hours.--Shantavira|feed me 13:00, 23 April 2009 (UTC)
 * That reads like a bit of a running joke. "All day in a coffee shop", "would love to meet up to discuss golden balls", etc. I think we should allow the go with what the architect says in the introduction page to the clock tower (on that site) and say (here, in the Jubilee Clocks article, and in the relevant Brighton articles) that Magnus Volk's original design, controlled from Greenwich, fell on the hour but was stopped due to the vibrations damaging the structure. We don't have a reliable source for the modern behaviour so in the meantime it shouldn't repeat conjecture about it. – Kieran T  (' talk ') 15:21, 23 April 2009 (UTC)

On the ball?
When I visited Greenwich, I was told that the expression "on the ball" derived from sailors watching for the ball to drop. If someone can find a citation for that, it might be interesting to add to the article. Apepper (talk) 09:48, 25 June 2009 (UTC)

Photo of raised time ball?
All the photos show the ball at the bottom. Anyone have a photo with the ball at any other position? Vaughan Pratt (talk) 00:19, 9 December 2014 (UTC)

title: Talk:Time ball


text:
Santiago General Cemetery

The Santiago General Cemetery (Cementerio General de Santiago) in Santiago, Chile, is one of the largest cemeteries in Latin America with an estimated two million burials. The cemetery was established in 1821 after Chile's independence when Bernardo O'Higgins inaugurated the Alameda de las Delicias along the old course of the Mapocho River. O'Higgins set aside more than 85 hectares of land for the foundation of what became a magnificent grounds filled with ornate mausoleums surrounded by palm and leaf trees set amidst lush gardens and numerous sculptures, which have been estimated be 237. The cemetery, which is located northwest of Cerro Blanco, serves as a true urban park for Santiago located in the municipality of Recoleta.

This cemetery is the final resting place for at least 172 of the most influential people in Chile, including all but two of the deceased Presidents of Chile, the exceptions being Gabriel González Videla and Augusto Pinochet. One of the most visited memorials is that of former President Salvador Allende who had been buried in the Santa Ines cemetery at Viña del Mar following his suicide in the 1973 coup d'état. With the democratic changes that began in the 1990s, Allende was exhumed and his remains were transported in a solemn procession through the streets of Santiago to a place of honor in the Cementerio General de Santiago. The cemetery also has a memorial to the people that were 'disappeared' during the dictatorship of Augusto Pinochet that ousted President Allende.

The gatehouse that serves as the main entrance to the cemetery is crowned by a dome, which acts as a terminating vista for La Paz Avenue. This entrance is preceded by the Plaza La Paz, a semicircular plaza whose curved portion is framed by two exposed brick arcades. At the center of the square stands a monument dedicated to the people who died in the Church of the Company Fire. The cemetery can be accessed via Cementerios metro station.

The historical portion of the cemetery was designated as a national monument in 2010, reaching the same status as Patio 29.

Notable interments

 * Salvador Allende (1908–1973), President of Chile
 * Arturo Alessandri (1868–1950), President of Chile
 * Jorge Alessandri (1896–1986), President of Chile
 * Eduardo Frei Montalva (1911–1982), President of Chile
 * Eduardo Alquinta (1945–2003), Musician, leader of the Chilean band Los Jaivas
 * Patricio Aylwin (1918–2016), President of Chile
 * Jaime Guzmán (1946–1991), Senator
 * Erich Honecker (1912–1994), General Secretary of the Socialist Unity Party of Germany
 * Joan Jara (1927–2023) dancer, activist, wife of Victor Jara
 * Víctor Jara (1932–1973), poet, folk singer
 * Orlando Letelier (1932–1976), statesman
 * Carlos Prats (1915–1974), general, statesman
 * Violeta Parra (1917–1967), folk singer
 * Miguel Enríquez Espinosa (1944–1974), General Secretary of the Revolutionary Left Movement
 * Max Westenhofer (1871–1957), German scientist and professor of pathology at the University of Berlin and the University of Chile
 * Daniel Zamudio (1987-2012), murder victim

title: Santiago General Cemetery


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User talk:Gridlinked

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File:Captaintitle.jpg

The Captain N main title

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Rationale for the fair use of this image in the article Captain N: The Game Master

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 * 5) Captain N has been released for public purposes, and therefore, the screenshot is intended for wide distribution.

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User talk:Dalexcoffin

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Stonyhurst

Stonyhurst is the name of a 1,000 acre rural estate owned by the Society of Jesus near Clitheroe in Lancashire, England. It is centred on Stonyhurst College, occupying the great house, its preparatory school Stonyhurst Saint Mary's Hall and the parish church, St Peter's.

The Estate
The grounds are bounded by the River Hodder, the village of Hurst Green and Longridge Fell. The Forest of Bowland Area of Outstanding Natural Beauty overlaps in places.

The earliest deed for the estate dates back to 1200 A.D. when it was known as the "Stanihurst". It passed through the Bayley family to their descendants, the Shireburns ("Sherburnes" etc), before passing into the hands of Thomas Weld (of Lulworth). Already possessing a large estate, he donated it to the Jesuits in 1794 as a new home for their school, of which he was an old boy when it was located at Liège. A junior branch of the Sherburnes, who had earlier fled to Oxford to build and dwell in Beam Hall, subsequently emigrated to New England, where they contributed in various ways to the early history of the United States; these descendants included Henry Sherburne and John Sherburne.

Buildings
Stonyhurst College and Stonyhurst Saint Mary's Hall are Jesuit boarding schools with approximately 800 pupils in total, most of whom are boarders. The schools are connected by parallel footpaths through the woods, known as Brothers' Walk. The name derives from the fact that before the schools became co-educational, pupils from the college would take the route to visit their younger brothers at Saint Mary's Hall although the term could originate from when St Mary's Hall operated as a seminary for trainee Jesuits. They walked along the path reciting the Spiritual Exercises of St Ignatius. A number of teachers and Jesuit priests work and live on the site. Adjacent to the school buildings are workshops employing masons and craftsmen working on the maintenance and restoration of the buildings. There is a large mill which was once a granary but is currently used as a sawmill.

The Church of St Peter is the parish church for the neighbouring village of Hurst Green. The Stonyhurst Observatory began operations in 1838, transferring to a new building in 1866. The records of temperature taken there are the oldest continual daily records in the world. Today, the observatory is one of four used by the Met Office to provide temperature data for central England.

The estate contains the two hamlets of Stockbridge and Woodfields, both of which are inhabited by teachers from Stonyhurst College. Hodder Place, the former site of the preparatory school is now divided into residential flats which are privately owned; the grounds remain part of the estate. Richard Sherburne built an almshouse on Longridge Fell, the predecessor of the Sherburne Almshouse, which his son Sir Nicholas built in circa 1707. The latter was dismantled in 1946 and re-erected in Hurst Green.

Monuments
Religious monuments in the area are a reminder of the Jesuit presence and strength of Catholicism in the locality. Most notably, the Lady Statue at the top of the Avenue connecting Stonyhurst College with Hurst Green. It was erected in 1882, and inscribed with the words "Ave Maria".

Cromwell's rock is situated at the top of the Avenue, near St Peter's church graveyard. According to tradition, Cromwell stood on this inconspicuous stone and described the mansion ahead of him as "the finest half-house in England" (the symmetry of the building was, at that time, incomplete). Four old crosses stand at disparate locations around the estate. Pupils from the school used to visit each cross in an annual pilgrimage to mark Palm Sunday.

The Pinfold Cross is a memorial to a former servant at Stonyhurst College and fiddler, James Wells, who fell to his death in a quarry nearby on 12 February 1834. It was erected in 1834 at Stockbridge. On the front is inscribed the legend, ‘WATCH FOR YOU KNOW NOT THE DAY NOR HOUR.' Above this is written, ‘OFT EVENINGS GLAD MAKE MORNINGS SAD'. On the left is ‘PRAY FOR THE SOUL OF JAMES WELLS' and on the right, ‘DIED FEB. 12TH, 1834'.

Saint Paulinus' Cross stands at Kemple End and is a listed monument believed to date from Anglo-Saxon times. It may well mark a spot at which Saint Paulinus of York, who converted King Edwin of Northumbria and founded the See of York, preached.

Hague’s Cross stands above the River Hodder in the woods close to the former Jesuit novitiate and preparatory school, Hodder Place. This commemorates the death of William Hague who drowned in the Hodder here (the old Stonyhurst bathing huts are located in Hodder Wood), on the 5th of April, 1877. The grounds of St Mary's Hall contain a Marian grotto and a statue of the Sacred Heart.

Tourism
The estate is a tourist attraction. Many visitors come to view the grade one listed Stonyhurst College which is open for tours during the summer. The gardens of the college are also open to visitors and include a small shop in the meteorological station. The area is also criss-crossed with public footpaths, in particular the Tolkien Trail, a walk around some of the areas thought to have inspired the author during his stay at the college in the late 1940s.

Public events hosted on the estate include the Great British Food Festival and the Ribble Valley International Piano Week. Other visitors come to make use of the extensive sports facilities, including a golf course, swimming pool and astroturf hockey pitch.

title: Stonyhurst


text:
Neal Asher

Neal Asher (born 4 February 1961) is an English science fiction writer. He lives near Chelmsford.

Career
Both of Asher's parents are educators and science fiction fans. Although he began writing speculative fiction in secondary school, he did not turn seriously to writing until he was 25. He worked as a machinist and machine programmer and as a gardener from 1979 to 1987. Asher identifies The Lord of the Rings, The Hobbit and other fantasy work including Roger Zelazny's The Chronicles of Amber series as important early creative influences.

Asher published his first short story in 1989. In 2000 he was offered a three-book contract by Pan Macmillan, and his first full-length novel Gridlinked was published in 2001. This was the first in a series of novels made up of Gridlinked, The Line of Polity, Brass Man, Polity Agent, and Line War.

Asher is published by Tor, an imprint of Pan Macmillan, in the UK, and by Tor Books in the United States.

The majority of Asher's work is set in one future history, the "Polity" universe. It encompasses many classic science fiction tropes including world-ruling artificial intelligences, androids, hive minds and aliens. His novels are characterized by fast-paced action and violent encounters. While his work is frequently epic in scope and thus nominally space opera, its graphic and aggressive tone is more akin to cyberpunk. When combined with the way that Asher's main characters are usually acting to preserve social order or improve their society (rather than disrupt a society they are estranged from), these influences could place his work in the subgenre known as post-cyberpunk.

Awards

 * British Fantasy Society Award nomination, 1999, for stories "Sucker" and "Mason's Rats III"
 * SF Review Best Book designation, 2002, for The Skinner

Polity universe
In order of publication

Agent Cormac series
 * 1) The Line of Polity (2003) ISBN 0-333-90365-X
 * 2) Brass Man (2005) ISBN 9781597809801
 * 3) Polity Agent (2006) ISBN 9781597809818
 * 4) Line War (2008) ISBN 9781597805285
 * 1) Line War (2008) ISBN 9781597805285

Spatterjay series
 * 1) The Skinner (2002) ISBN 9781597809870
 * 2) The Voyage of the Sable Keech (2006) ISBN 9781509868445
 * 3) Orbus (2009) ISBN 9780000074782

Transformation series
 * 1) Dark Intelligence (2015) ISBN 9780330524551
 * 2) War Factory (2016) ISBN 9780330524612
 * 3) Infinity Engine (2017) ISBN 9780330524636

Rise of the Jain
 * 1) The Soldier (May 2018) ISBN 9781509862412
 * 2) The Warship (May 2019) ISBN 9781509862511
 * 3) The Human (April 2020) ISBN 9781509862467

Standalone novels
 * Prador Moon (2006) ISBN 9781509868469
 * Hilldiggers (2007) ISBN 9780330441537
 * Shadow of the Scorpion (Prequel to Gridlinked, 2008) ISBN 9781509868483
 * The Technician (2010) ISBN 9781509868490
 * Jack Four (2021) ISBN 9781529049985
 * Weaponized (2022) ISBN 9781529050035
 * War Bodies (2023) ISBN 9781529050103

In internal chronological order
 * 1) Weaponized (2300 CE)
 * 2) Prador Moon (2310 CE)
 * 3) Shadow of the Scorpion (2339 CE)
 * 4) Gridlinked (2434 CE)
 * 5) The Line of Polity (2437 CE)
 * 6) Brass Man (2441 CE)
 * 7) Polity Agent (2443 CE)
 * 8) Line War (2444 CE)
 * 9) The Technician (2457 CE)
 * 10) Dark Intelligence (circa 2500 CE)
 * 11) War Factory (circa 2500 CE)
 * 12) Infinity Engine (circa 2500 CE)
 * 13) The Soldier (circa 2750 CE)
 * 14) The Warship (circa 2750 CE)
 * 15) The Human (circa 2750 CE)
 * 16) The Skinner (3056 CE)
 * 17) The Voyage of the Sable Keech (3078 CE)
 * 18) Orbus (3079 CE)
 * 19) Jack Four
 * 20) Hilldiggers (3230 CE)

Owner trilogy

 * 1) The Departure (2011) ISBN 9780330457613
 * 2) Zero Point (2012) ISBN 9780330524520
 * 3) Jupiter War (2013) ISBN 9781509868568

Other novels

 * Mindgames: Fool's Mate (1992) ISBN 1-983095-17-6
 * The Parasite (1996) ISBN 1-983095-02-8
 * Cowl (2004), Philip K. Dick Award nominee ISBN 9781529002287

Collections

 * The Engineer (1998) – Contains the novella of the same name and six stories. ISBN 9781901530087
 * The Engineer
 * "Snairls"
 * "Spatterjay"
 * "Jable Sharks"
 * "The Thrake"
 * "Proctors"
 * "The Owner"
 * Runcible Tales (1999) ISBN 9781902628240
 * "Always with You" (Polity Universe) (1996)
 * "Blue Holes" (Polity Universe)
 * "Dragon in the Flower" (Polity Universe) (1994)
 * "The Gire & the Bibrat" (Polity Universe)
 * "Walking John & Bird" (Polity Universe)
 * The Engineer ReConditioned (2006) – Reprint of The Engineer with three additional stories. ISBN 9780809556144
 * The Engineer
 * "Snairls"
 * "Spatterjay"
 * "Jable Sharks"
 * "The Thrake"
 * "Proctors"
 * "The Owner"
 * "The Tor-Beast's Prison"
 * "Tiger Tiger"
 * "The Gurnard"
 * The Gabble: And Other Stories (2008) ISBN 9781509868506
 * "Softly Spoke the Gabbleduck" (Cormac/Gabbleduck)
 * "Putrefactors" (Spatterjay)
 * "Garp and Geronamid" (Spatterjay)
 * "The Sea of Death" (n/a)
 * "Alien Archaeology" (Cormac/Gabbleduck)
 * "Acephalous Dreams" (Polity)
 * "Snow in the Desert" (n/a)
 * "Choudapt" (n/a)
 * "Adaptogenic" (Spatterjay)
 * "The Gabble" (Cormac/Gabbleduck)
 * Africa Zero (2005) – Contains three novellas. ISBN 9780809556649
 * Africa Zero
 * The Army of God
 * The Sauraman
 * Owning the Future: Short Stories (2018) ISBN 978-1983094934
 * "Memories of Earth" (from Asimov's Science Fiction October/November 2013)
 * "Shell Game" (from The New Space Opera 2 2009)
 * "The Rhine's World Incident" (from Subterfuge 2008 and In Space No One Can Hear You Scream 2013)
 * "Owner Space" (from Galactic Empires anthology 2008)
 * "Strood" (from Asimov's Science Fiction December 2004 and Year's Best SF 10 2005)
 * "The Other Gun" (from Asimov's Science Fiction April/May 2013)
 * "Bioship" (from Solaris Book of New Science Fiction 2007)
 * "Scar Tissue"
 * "The Veteran"

title: Neal Asher


text:
Maggott

Maggott (Japheth) is a fictional superhero appearing in American comic books published by Marvel Comics. The character was briefly a member of the X-Men.

A flamboyant South African mutant who spoke in exaggerated Afrikaans slang, Maggott was advertised as one of the strangest X-Men. His digestive system took the form of two slugs which could eat through practically any substance. After feeding, the slugs reentered Maggott's abdomen and passed nourishment into him, giving him incredible power.

Publication history
Created by writer Scott Lobdell and Joe Madureira, he first appeared in Uncanny X-Men #345 (June 1997).

Fictional character biography
Maggott was first seen as a mysterious mutant who is searching out the X-Men’s adversary Magneto for an unknown reason. His search led to Antarctica where Magneto was holding the X-Men captive. Maggott then joined up with the team and returned with them to their Westchester, New York headquarters.

For a short period of time, Maggott believed his companions were going off on their own and killing innocent people. He even tried to turn himself over to the police before being stopped by the X-Men. His companions turned out to be innocent, as the people had been slain by a faction of N'Garai, though they hated to be called so. These entities are a demonic-type race that the X-Men had faced many times, mainly because a regenerating magical portal lies deep in the woods on the mansion's grounds. A matter which was never resolved was why Maggott's slugs were seemingly related to the N'Garai.

Maggott later was tempted by the entity Shadow King with promises of a better life in exchange for his loyalty and abandonment of the X-Men. He managed to resist the villain. Marrow and Cecilia Reyes were also propositioned by the King, but also resisted. Psylocke then rescues the X-Men after keeping Shadow King in a psionic prison, which forced her in retirement as she could not use her mind powers for anything or else the Shadow King would be released from the prison within Psylocke's mind.

At first, he kept his past to himself, but Maggott eventually revealed his origin to Wolverine. Maggott had been born a sickly child in Apartheid-era South Africa and was named Japheth. He was always very ill and he could not digest solid food. Feeling himself to be a burden on his family, he ran away from home with his younger brother. Having left home, hoping to die, he was found by Magneto who released the slugs from his body and revealed to Japheth his mutant power. This turned his skin blue for the first time, and he named the slugs Eany and Meany. Compassionate at heart, Japheth immediately rejected Magneto's philosophy and his offer to join him after he shortly witnessed later the Master of Magnetism brutally massacre numerous white South African soldiers who were engaged in racist atrocities against black South African civilians (despite the fact that one of these civilians was Japheth's eldest brother who died in the violence). In spite of this, he later sought out Magneto when he got older, for help in easing the pain caused by his unique mutation. After the then-current roster of the team parted ways, the X-Man Beast suggested Maggott transfer to the junior team Generation X, but his tenure there lasted only one issue and afterwards he fell out of sight.

Maggott reappeared as an inmate at "Neverland," a concentration camp run by the covert government program Weapon X. Along with a number of other mutants, he was exterminated there.

One of his slugs, which he gave away to two children at the camp after foreseeing his death (thanks to his psychometric powers) at the camp, was last seen in a container in Mister Sinister's laboratory.

Maggott is later resurrected by means of the Transmode Virus to serve as part of Selene's army of deceased mutants. Under the control of Selene and Eli Bard, he takes part in the assault on the mutant nation of Utopia. Maggott's fate is uncertain as it is unknown if he was among the mutants teleported to Genosha by Blink to serve as a sacrifice to the newly-deitious Selene or if he was among the mutants that managed to escape Utopia.

Maggott was confirmed to still be alive and powered (though with only one of his slugs) as he was a guest at a superheroes and supervillains-themed costume party of New York branch of the Hellfire Club and was later apparently passed out drunk with other party guests (such as Rocket Raccoon) around an outdoor swimming pool.

Maggott appeared (along with both of his slugs) along with the other X-Men as part of Cyclops' Million Mutant March in Washington D.C.

Most recently, Maggott briefly appeared during the X-Men Disassembled storyline as part of the last ditch battle against Nate Grey. Eventually returning to the primary Marvel Universe he and many others left behind while living separate lives in the Age of X-Man universe.

After the proclamation set up by X was telepathically broadcast to the whole world, Japheth was one amongst thousands to accept the invitation to the new mutant nation of Krakoa. He was later seen enjoying wine & revelry on his new homeland with a great many others among the revived mutant flock.

During the "Judgment Day" storyline, Maggott was among the mutants that were hunted by Kraven the Hunter.

Powers and abilities

 * Digestive system replaced by a hollow cavity that houses a pair of semi-sentient slugs called Eany and Meany who bore their way out of his torso and then use powerful enzymes to process and digest any solid objects in their path at super speeds, transmitting food energy back to their host to supercharge his physical size, strength, stamina, and sturdiness while turning his skin blue and his eyes red, but the slugs must re-enter through his belly and release their storage internally to feed his body properly.
 * Psychometric power enables him to draw psychic imprints from his environment, replaying in his mind's-eye events which once took place or will soon take place in his general vicinity.

Reception

 * In 2014, Entertainment Weekly ranked Maggott 100th in their "Let's rank every X-Man ever" list.

Age of X
In the Age of X alternate reality, Maggott was shown as a prisoner of the prison camp called Camp Gorge. He was killed by that reality's Iron Man.{

Ultimate Marvel
In the Ultimate Marvel universe, a version of Maggott made a cameo as a teenage mutant in Manhattan, killed by Mister Sinister acting on orders from Apocalypse. An alternate, child version of Maggott later appears in the Morlock tunnels underneath New York. He and his slug (named Joshua) seek out Kitty Pryde and her resistance cell after Jimmy Hudson is injured by Reverend Stryker's forces.

Battleworld X-Tinction Agenda
Japheth is one amongst many citizens of the X-Topia Province governed by God Emperor Doom selected baroness Rachel Grey. He was present when Havok and his Jenoshan's invaded X-City to kidnap one of Ms. Grey's people but not on scene during the battle between rival X factions. Maggott would attend the meeting wherein Rachel addressed her intent to invade Genosha to get her people back, but again he did not participate in the Melee that followed.

Age of X-Man
In the new human free dimension created by Nate Grey, Maggott is a disciple of En Sabah Nur. He helped Anole blow up the Hope Summers Library.

title: Maggott


text:
Talk:History of Soviet espionage

Destruction of the USSR/CCCP
Could Lenin and the subsequent Soviet leaders be paranoid of western intenions because of the 1917-1919 invasion of "stategic points" within the Soviet Union by the western allies in support of zarist and White Russian forces? their subsequent withdralw was oneof Woodrow Wilson's 14 points leading to the establishment of the League of Nations.--Tomtom 15:16, 30 Jul 2004 (UTC)

 * Those invasions were rather half-hearted and were not intended to effect a change of regime. However from the Soviet viewpoint they confirmed their suspicions and led to a Soviet defense strategy which assumed an invasion from the west and serious efforts to monitor the intentions of European countries. Fred Bauder 15:48, Jul 30, 2004 (UTC)

Short
Surely this isn't complete, so it should be stubbed, correct?--MUSpud2 07:48, 21 December 2005 (UTC)
 * No, although it can be greatly expanded Fred Bauder 22:02, 10 February 2006 (UTC)

Examples of Soviet industrial/military espionage
It might be a good idea to list examples of Soviet equipment influenced by or developed as a result of espionage activities. I'm thinking of the Buran (spacecraft) vs. the Space Shuttle, Tupolev Tu-144 vs. the Concorde, Tupolev Tu-160 vs. the B-1 Lancer, possibly the Mikoyan-Gurevich MiG-15 vs. the F-86 Sabre, the Soviet nuclear bomb/hydrogen bomb program, etc. AmateurEditor (talk) 21:23, 21 July 2009 (UTC)

title: Talk:History of Soviet espionage


text:
Theodor Duesterberg

Theodor Duesterberg (19 October 1875 – 4 November 1950) was a leader of Der Stahlhelm in Germany prior to the Nazi seizure of power.

Background
Born the son of an army surgeon in Darmstadt, Duesterberg entered the Prussian Army in 1893 after training in the cadet corps. In 1900, Duesterberg was part of the East Asian Expedition Corps that saw action in China during the Boxer Rebellion. Two years later, Duesterberg became an officer and held a variety of army commands prior to World War I. During the war, Duesterberg served in the Prussian War Ministry and eventually attained the rank of Oberstleutnant. Following the war, Duesterberg retired from the army in protest over the Versailles Treaty, which Duesterberg viewed as being extremely unfair to Germany. Duesterberg subsequently decided to enter politics and joined the German National People's Party (DNVP) in 1919.

Der Stahlhelm
After various disagreements with the party leadership, however, Duesterberg left the DNVP in 1923 and joined the nationalistic and pro-monarchy Der Stahlhelm, which largely consisted of ex-servicemen disgruntled with the Weimar Republic. Duesterberg quickly moved through its hierarchy and by 1924 was one of two of its federal leaders (the other being Franz Seldte). Together with General Georg Ludwig Rudolf Maercker, Duesterberg was one of the leaders of the extreme anti-Semitic faction within Der Stahlhelm who wanted to ban Jews from joining, and expel all of the current Jewish members. In March 1924, Maercker and Duesterberg forced Seldte to adopt the "Aryan clause" and expel all Jews from Der Stahlhelm. The "Aryan clause" of 1924 was later to serve as the inspiration for similar "Aryan clauses" under the Third Reich, and in particular influenced the War Minister, General Werner von Blomberg in his attempts to keep the Wehrmacht "racially clean". Under Duesterberg's leadership, Der Stahlhelm became Germany's largest para-military group.

In the late 1920s, Duesterberg allied Der Stahlhelm with the Nazi Party and other right wing groups. In 1929 Duesterberg campaigned against the Young Plan in the referendum held in November 1929. In 1931, Duesterberg played a key role in forcing the referendum on early elections in Prussia, believing this would help polarize German politics by incorporating the moderate right into the "national" camp. The leader of the German National People's Party, Alfred Hugenberg had starting in 1929 embarked upon a strategy of polarization aimed at the destruction of the political center in Germany, so that the only alternatives were the Marxist parties in the form of the SPD and KPD and the right-wing "national" parties. The failure of the Prussian referendum helped to win Duesterberg away from his strategy of attempting to co-opt the moderate right into the "national" camp, and instead to work for the destruction of the moderate right as Hugenberg advocated. In October 1931, Duesterberg allied Der Stahlhelmm with the Nazis, DNVP, and other right wing groups in order to form the Harzburger Front. The Harzburger Front attempted to bring about the downfall of Heinrich Brüning and the Weimar Republic, but it eventually dissolved due to Adolf Hitler's unwillingness to subordinate the Nazi Party to such a vast right wing coalition on a long-term basis. After the dissolution of the Harzburger Front, Duesterberg continued to lead Der Stahlhelm and maintained the organization's alliance with the DNVP.

1932 presidential election
In 1932, Duesterberg was nominated by Der Stahlhelm and DNVP to run for President of Germany, but the Nazis ultimately destroyed any chance Duesterberg had of gaining mass support from the German people when they revealed he had Jewish ancestry. In April 1932, the deeply anti-Semitic Duesterberg learned for the first time that his grandfather was a Prussian Jewish doctor who converted to Lutheranism in 1818, a revelation that caused Duesterberg to suffer a nervous breakdown and to submit his resignation in shame from Der Stahlhelm. Several of Duesterberg's friends persuaded him not to resign, and in an attempt to stay on as Der Stahlhelm deputy federal leader, he suggested new requirements for every member, namely that: The revelation of Duesterberg's Jewish ancestry caused Duesterberg to poll poorly in the first ballot of the election, and he withdrew from the runoff election that followed.
 * That Der Stahlhelm members present notarized copies of church records proving that their parents, grandparents and great-grandparents had no "Jewish blood".
 * That Der Stahlhelm members swear on their word of honor that they had no personal, familial or business dealings with Jews in any form or way.
 * That Der Stahlhelm members present proof that their ancestors had fought in the "wars of liberation" against Napoleonic France and/or the wars of unification and on what side.
 * That Der Stahlhelm members present proof that they had fought in the World War and in what capacity.

During the 1932 presidential elections, the Nazis went out of their way to taunt Duesterberg for having Jewish ancestry with Joseph Goebbels and Richard Walther Darré being especially vicious in their attacks. Duesterberg was so hurt by Darré's attacks that he challenged him to a duel, a challenge that Darré rejected because it was beneath him to fight a man with "Jewish blood". Duesterberg then took up his dispute with Darré before the court of honor of the Former Officers of the 1st Hanoverian Field Artillery Regiment of Scharnhorst, number 10 to which Darré belonged. Duesterberg argued before the court of honor that Darré should be expelled for engaging in behavior that was unbecoming of a German officer while Darré argued that he had right and duty to subject Duesterberg to anti-Semitic insults. The court of honor ruled in Darré's favor, stating that he was right to insult Duesterberg for having "Jewish blood".

Ironically, Duesterberg was offered a position in Hitler's cabinet when Hitler became Chancellor of Germany in 1933, but Duesterberg flatly refused the proposal. Franz Seldte, however, did enter Hitler's cabinet, which undermined Der Stahlhelm and Duesterberg's authority over the organization, and thus he resigned his leadership position in 1933. In April 1933, Duesterberg was strongly urged to resign from Der Stahlhelm by President Paul von Hindenburg and the Defense Minister, General Werner von Blomberg, who told him that he was now a liability to them with Hitler now chancellor.

Arrest and later life
In 1934, Duesterberg was arrested by the Nazis during the Night of the Long Knives and sent to Dachau concentration camp, where he was briefly interned. After being released, he drifted into obscurity. He was known to have had limited contacts with the anti-Nazi Carl Friedrich Goerdeler in 1943, but Duesterberg ultimately did not play any role in Goerdeler's plots against Hitler. In 1949, Duesterberg wrote The Steel Helmet and Hitler, in which he defended his pre-war political career and Der Stahlhelm and detailed the movement's independence from the Nazi Party and "the insane Jew hatred preached by Hitler". A year later, Duesterberg died in Hamelin.

title: Theodor Duesterberg


text:
Musée du Montparnasse

The Musée du Montparnasse was a museum at 21 Avenue du Maine, in the 15th arrondissement, Montparnasse Quarter of Paris, France. The museum closed in 2015.

Background
The museum opened its doors on 28 May 1998. Located at the former site of the early-1900s atelier of the Russian painter, Marie Vassilieff, the museum was founded by Roger Pic and Jean-Marie Drot as a nonprofit operation.

The museum provided visitors with a history of the multitude of artists who came from around the world to live and work in Montparnasse at the beginning of the twentieth century, plus the museum put on temporary exhibitions of works by Montparnasse artists, both past and present.

For years, both before and during World War I, Marie Vassilieff also operated what was registered as a private club that acted as a canteen for artists where food and drink were provided as cheaply as possible to struggling painters such as, Amedeo Modigliani, Chaïm Soutine, Pablo Picasso, and others.

Before long it became the gathering place for many others in the area and, by 1913, Vassilieff's canteen was so widely known that painter, sculptor, and filmmaker, Fernand Léger, gave two lectures there on the topic of Modern art.

As part of a membership program, the Musée du Montparnasse offered a once-a-month evening meeting where members gathered to enjoy a variety of cultural events.

title: Musée du Montparnasse


text:
User:Dvavasour

Wikipedia contributor Dunstan Vavasour of Great Britain.

I'm currently starting an entry for Stonyhurst College where I was at school, it would be a good project for members of the Old Stonyhurst Forums

I'm also starting an entry for Monks Kirby, the village where I live.

I test stuff in my sandbox

title: User:Dvavasour


text:
Tata Motors

Tata Motors Limited is an Indian multinational automotive company, headquartered in Mumbai and part of the Tata Group. The company produces cars, trucks, vans, and buses.

Subsidiaries include British Jaguar Land Rover and South Korean Tata Daewoo. Tata Motors has joint ventures with Hitachi (Tata Hitachi Construction Machinery) and Stellantis, which makes vehicle parts for Fiat Chrysler and Tata-branded vehicles.

Tata Motors has auto manufacturing and vehicle plants in Jamshedpur, Pantnagar, Lucknow, Sanand, Dharwad, and Pune in India, as well as in Argentina, South Africa, the United Kingdom, and Thailand. It has research and development centers in Pune, Jamshedpur, Lucknow, Dharwad, India and South Korea, the United Kingdom, and Spain. Tata Motors is listed on the BSE and NSE, and is a constituent of the BSE SENSEX and NIFTY 50 benchmark indices. The company is ranked 265th on the Fortune Global 500 list of the world's biggest corporations as of 2019.

On 17 January 2017, Natarajan Chandrasekaran was appointed chairman of the company Tata Group. Tata Motors increased its UV market share to over 8% in FY2019.

History
Tata Motors was founded in 1945, as a locomotive manufacturer. Tata Group entered the commercial vehicle sector in 1954 after forming a joint venture with Daimler-Benz of Germany in which Tata developed a manufacturing facility in Jamshedpur for Daimler lorries. By November 1954 Tata and Daimler manufactured their first goods carrier chassis at their Jamshedpur plant with 90-100 hp and capacity of 3-5 tons. After years of dominating the commercial vehicle market in India, Tata Motors entered the passenger vehicle market in 1991 by launching the Tata Sierra, a sport utility vehicle based on the Tata Mobile platform. Tata subsequently launched the Tata Estate (1992; a station wagon design based on the earlier Tata Mobile), the Tata Sumo (1994, a 5-door SUV) and the Tata Safari (1998).

Tata launched the Indica in 1998. A newer version of the car, named Indica V2, later appeared. Tata Motors also exported cars to South Africa.

In the 2000s, Tata Motors made a series of acquisitions and partnerships, acquiring Daewoo's South Korea-based truck manufacturing unit, a joint venture with the Brazil-based Marcopolo, Tata Marcopolo Bus, Jaguar Land Rover.,   Hispano Carrocera, and an 80% stake in the Italian design and engineering company Trilix.

On 12 October 2021, private equity firm TPG invested $1 billion in Tata Motors' electric vehicle subsidiary.

Operations
Tata Motors has vehicle assembly operations in India, the United Kingdom, South Korea, Thailand, Spain, and South Africa. It plans to establish plants in Turkey, Indonesia, and Eastern Europe.

Tata Motors Cars
Tata Motors Cars is a division of Tata Motors which produces passenger cars under the Tata Motors hood. Tata Motors is among the top five passenger vehicle brands in India with products in the compact, midsize car, and utility vehicle segments. The company's manufacturing base in India is spread across Jamshedpur (Jharkhand), Pune (Maharashtra), Lucknow (Uttar Pradesh), Pantnagar (Uttarakhand), Dharwad (Karnataka) and Sanand (Gujarat). Tata's dealership, sales, service, and spare parts network comprise over 3,500 touchpoints. Tata Motors has more than 250 dealerships in more than 195 cities across 27 states and four Union Territories of India. It has the third-largest sales and service network after Maruti Suzuki and Hyundai.

Tata also has franchisee/joint venture assembly operations in Kenya, Bangladesh, Ukraine, Russia, and Senegal. Tata has dealerships in 26 countries across 4 continents. Tata is present in many countries, it has managed to create a large consumer base in the Indian subcontinent, namely India, Bangladesh, Bhutan, Sri Lanka and Nepal. Tata is also present in Italy, Spain, Poland, Romania, Turkey, Chile, South Africa, Oman, Kuwait, Qatar, Saudi Arabia, United Arab Emirates, Bahrain, Iraq, Syria and Australia.

Tata Daewoo
Tata Daewoo (officially Tata Daewoo Commercial Vehicle Company and formerly Daewoo Commercial Vehicle Company) is a commercial vehicle manufacturer headquartered in Gunsan, Jeollabuk-do South Korea, and a wholly owned subsidiary of Tata Motors. It is the second-largest heavy commercial vehicle manufacturer in South Korea and was acquired by Tata Motors in 2004. The principal reasons behind the acquisition were to reduce Tata's dependence on the Indian commercial vehicle market (which was responsible for around 94% of its sales in the MHCV segment and around 84% in the light commercial vehicle segment) and expand its product portfolio by leveraging on Daewoo's strengths in the heavy-tonnage sector.

Tata Motors has jointly worked with Tata Daewoo to develop trucks such as Novus and World Truck and buses including GloBus and StarBus. In 2012, Tata began developing a new line to manufacture competitive and fuel-efficient commercial vehicles to face the competition posed by the entry of international brands such as Mercedes-Benz, Volvo, and Navistar into the Indian market.

Tata Hispano
Tata Hispano Motors Carrocera, S.A. was a bus and coach manufacturer based in Zaragoza, Aragon, Spain, and a wholly owned subsidiary of Tata Motors. Tata Hispano has plants in Zaragoza, Spain, and Casablanca, Morocco. Tata Motors first acquired a 21% stake in Hispano Carrocera SA in 2005, and purchased the remaining 79% for an undisclosed sum in 2009, making it a fully owned subsidiary, subsequently renamed Tata Hispano. In 2013, Tata Hispano ceased production at its Zaragoza plant.

TML Drivelines
TML Drivelines Ltd. is a wholly owned subsidiary of Tata Motors engaged in the manufacture of gearboxes and axles for heavy and medium commercial vehicles. It has production facilities at Jamshedpur and Lucknow. TML Forge division is also a recent acquisition of TML Drivelines. TML Drivelines was formed through the merger of HV Transmission and HV Axles.

Tata Technologies
Tata Technologies Limited (TTL) is a 43%-owned subsidiary of Tata Motors which provides design, engineering, and business process outsourcing services to the automotive industry. It is headquartered in Pune's Hinjawadi business district and also has operations in London, Detroit and Thailand. Its clients include Ford, General Motors, Honda, and Toyota.

The British engineering and design services company Incat International, which specialises in engineering and design services and product lifecycle management in the automotive, aerospace, and engineering sectors, is a wholly owned subsidiary of TTL. It was acquired by TTL in August 2005 for ₹4 billion.

In 2017, TAL, a subsidiary of Tata Motors, manufactured India's first industrial articulated robot for micro, small, and medium enterprises.

European Technical Centre
The Tata Motors European Technical Centre (TMETC) is an automotive design, engineering, and research company based at WMG, University of Warwick on the campus of the University of Warwick in England. It was established in 2005 and is a wholly owned subsidiary of Tata Motors. It was the joint developer of the World Truck.

In September 2013, it was announced that a new National Automotive Innovation Campus would be built at WMG at Warwick's main campus at a cost of £100 million. The initiative will be a partnership between Tata Motors, the university, and Jaguar Land Rover, with £30 million in funding coming from Tata Motors.

Jaguar Land Rover

Jaguar Land Rover PLC is a premium British automaker headquartered in Whitley, Coventry, United Kingdom, and has been a wholly owned subsidiary of Tata Motors since June 2008, when it was acquired from Ford Motor Company of USA. Its principal activity is the development, manufacture and sale of Jaguar luxury and sports cars and Land Rover premium four-wheel-drive vehicles.

Jaguar Land Rover has two design centres and three assembly plants in the United Kingdom. Under Tata ownership, Jaguar Land Rover has launched new vehicles including the Range Rover Evoque, Jaguar F-Type, the Jaguar XE, the Jaguar XJ (X351), the second-generation Range Rover Sport, and Jaguar XF, the fourth-generation Land Rover Discovery, Range Rover Velar and the Range Rover (L405). JD Power, of the US, rates Land Rover and Jaguar as the two worst brands for initial quality. The Jaguar F-Pace made Consumer Reports February 2019 list of the 10 Least Reliable Cars. The editors cited "electronics, drive system, power equipment, noises and leaks" as problematic aspects. The Jaguar Land Rover subsidiary was struggling by 2019 and Tata Motors wrote down its investment in JLR by $3.9 billion. Much of the financial problem was due to a 50% drop in sales in China during 2019, although the situation was improving. Still, Tata was open to considering a partnership with another company according to a statement in mid-October, as long as the partnership agreement would allow Tata to maintain control of the business. The company ruled out the possibility of a sale of JLR to another entity.

In July 2023, Tata announced its plans to invest £4 billion to build an electric car battery factory in the UK, which will be one of the largest of its kind in Europe. The factory will be the company's first battery production facility outside India. Located in Bridgwater, Somerset, the factory will supply Jaguar Land Rover's future battery electric models, including the Range Rover, Defender, Discovery and Jaguar brands, with the potential to also supply other car manufacturers. Production at the new facility is due to start in 2026.

Tata Marcopolo
Tata Marcopolo is a bus-manufacturing joint venture between Tata Motors (51%) and the Brazil-based Marcopolo S.A. (49%). The joint venture manufactures and assembles fully built buses and coaches targeted at developing mass rapid transportation systems. It uses technology and expertise in chassis and aggregates from Tata Motors, and know-how in processes and systems for bodybuilding and bus body design from Marcopolo. Tata Marcopolo has launched a low-floor city bus which is widely used by transport corporations in many Indian cities. Its manufacturing facility is based in Dharwad, Karnataka State, India and Lucknow, India.

Tata Motors is expected to buy the 49% stake held by its partner Marcopolo in the bus-making joint venture for ₹100 crore by February 2021. The subsidiary will continue with the ‘Marcopolo’ trademark for a minimum of three years with a non-compete provision in India for a corresponding period.

Fiat-Tata
Fiat-Tata is an India-based joint venture between Tata and Stellantis' Fiat which produces Fiat and Tata branded passenger cars, as well as engines and transmissions. Tata Motors has gained access to Fiat's diesel engine and transmission technology through the joint venture.

The two companies formerly also had a distribution joint venture through which Fiat products were sold in India through joint Tata-Fiat dealerships. This distribution arrangement was ended in March 2013; Fiats have since been distributed in India by Fiat Automobiles India Limited, a wholly owned subsidiary of Fiat and now Tata Motors.

Tata Hitachi Construction Machinery
Tata Hitachi Construction Machinery is a joint venture between Tata Motors and Hitachi which manufactures excavators and other construction equipment. It was previously known as Telcon Construction Solutions.

Tata Motors European Technical Centre
The TATA Motors European Technical Centre is an automotive design, engineering, and research company. Company based at WMG, University of Warwick in the United Kingdom. It was established in 2005 and is wholly owned subsidiary of Tata Motors. It was the joint developer of the World Truck. In September 2013 it was announced that a new National Automotive Innovative Campus would be built at WMG at Warwick's main campus at a cost of 92 million pounds. The initiative will be a partnership between Tata Motors, the university, and Jaguar Land Rover, with the 30 million pounds in funding coming from Tata Motors.

Hyundai-Tata
Tata Motors and Hyundai are in a joint venture to provide the automatic transmission for Tata Safari & Tata Harrier model.

Products
For details of Land Rover and Jaguar products, see Jaguar Land Rover.

Commercial vehicles

 * Tata Ace
 * Tata Ace Zip
 * Tata Ace EV
 * Tata Super Ace
 * Tata Intra
 * Tata Intra V10
 * Tata Intra V20
 * Tata Intra V30
 * Tata Intra V50
 * Tata Xenon XT
 * Tata Yodha
 * Tata Ace Mega
 * Tata Iris
 * Tata TL/Telcoline/207 Pick-up truck
 * Tata 407 Ex and Ex2
 * Tata 709 Ex
 * Tata 807 (Steel cabin chassis, cowl chassis, medium bus chassis, steel cabin + steel body chassis)
 * Tata 809 Ex and Ex2
 * Tata 909 Ex and Ex2
 * Tata 1210 SE and SFC (Semi Forward)
 * Tata 1210 LP (Long Plate)
 * Tata 1109 (Intermediate truck/ LCV bus)
 * Tata 1512c (Medium bus chassis)
 * Tata 1515c/1615 (Medium bus chassis)
 * Tata 1612c/1616c/1618c (Heavy bus chassis)
 * Tata 1618 (Semilow-floor bus chassis)
 * Tata 1623 (Rear-engined low-floor bus chassis)
 * Tata 1518C (Medium truck) 10 ton
 * Tata 1613/1615c (Medium truck)
 * Tata 1616/1618c (Heavy duty truck)
 * Tata 2515c/2516c/2518c (Heavy duty 10-wheeler truck)
 * Tata Starbus (Branded buses for city, intercity, school bus, and standard passenger transportation)
 * Tata Divo (Hispano Divo)
 * Tata CityRide (12- to 20-seater buses for intracity use)
 * Tata 3015 (Heavy truck)
 * Tata 3118 (Heavy truck) (8×2)
 * Tata 3516 (Heavy truck)
 * Tata 4018 (Heavy truck)
 * Tata 4923 (Ultraheavy truck) (6×4)
 * Tata Novus
 * Tata Prima
 * Tata SIGNA series
 * Tata Ultra series (ICV Segment)
 * Tata Winger - (Maxivan)

Electric vehicles
Tata Motors has unveiled electric versions of the Tata Indica passenger car powered by TM4 electric motors and inverters, as well as the Tata Ace commercial vehicle, both of which run on lithium batteries which launched in 2022.

In 2008 Tata Motors' UK subsidiary, Tata Motors European Technical Centre, bought a 50.3% holding in electric vehicle technology firm Miljøbil Grenland/Innovasjon of Norway for US$1.93 million, and planned to launch the electric Indica hatchback in Europe the following year. In September 2010, Tata Motors presented four CNG–Electric Hybrid low-floored Starbuses to the Delhi Transport Corporation, to be used during the 2010 Commonwealth Games. These were the first environmentally friendly buses to be used for public transportation in India.

In December 2019, Tata Motors unveiled the Nexon EV, an SUV with a 30.2KWh lithium-ion battery and a consistent range of 312 km on a single charge. It is also equipped with fast charging technology, which can charge the vehicle from 0% - 80% in 60 minutes. With 525 units of Nexon EV sold in India last month, Tata Nexon EV was the best-selling electric car in the month of April 2021 in India.

Tata Passenger Electric Mobility is a subsidiary which produces electric cars under the brand name Tata Motors.

List of Tata electric vehicles:
 * Tata Nexon EV
 * Tata Tigor EV
 * Tata Altroz EV
 * Tata Tiago EV
 * Tata Ace EV
 * Tata Punch EV

Electric Vehicle Concepts

 * Tata Curvv
 * Tata Avinya
 * Tata EVision
 * Harrier.ev
 * Sierra.ev

Discontinued Models

 * Tata Telcoline (1988–2010)
 * Tata Sierra (1991–2003)
 * Tata Estate (1992–2000)
 * Tata Sumo (1994–2019)
 * Tata Indica (1998–2015)
 * Tata Spacio (2000-2011)
 * Tata Indigo (2002–2015)
 * Tata Indigo Marina (2006–2009)
 * Tata Xenon (2007–2018)
 * Tata Sumo Grande (2008–2016)
 * Tata Vista (2008–2015)
 * Tata Nano (2008–2018)
 * Tata Manza (2011–2016)
 * Tata Venture (2010–2017)
 * Tata Aria (2010–2017)
 * Tata Zest (2014–2020)
 * Tata Bolt (2014–2019)
 * Tata Hexa (2017–2020)

Tata Nano

The Nano was launched in 2009 as a city car intended to appeal as an affordable alternative to the section of the Indian populace that is primarily the owner of motorcycles and has not bought their first car. Initially priced at ₹100,000 (US$1,500), the vehicle attracted a lot of attention for its relatively low price. However, the Nano was very poorly rated for safety and in 2018, Cyrus Mistry, chairman of the Tata Group, called the Tata Nano a failed project, with production ending in May 2018.

Tata Ace
Tata Ace, India's first indigenously developed sub-one-ton minitruck, was launched in May 2005. The minitruck was a huge success in India with auto analysts claiming that Ace had changed the dynamics of the light commercial vehicle (LCV) market in the country by creating a new market segment termed the small commercial vehicle  segment. Ace rapidly emerged as the first choice for transporters and single truck owners for city and rural transport.

By October 2005, LCV sales of Tata Motors had grown by 36.6% to 28,537 units due to the rising demand for Ace. The Ace was built with a load body produced by Autoline Industries.

By 2005, Autoline was producing 300 load bodies per day for Tata Motors. Ace is still a top seller for TML with 500,000 units sold by June 2010. In 2011, Tata Motors invested Rs 1000 crore in Dharwad Plant, Karnataka, with the capacity of 90,000 units annually and launched two models of 0.5-T capacity as Tata Ace Zip, Magic Iris. Ace has also been exported to several Asian, European, South American, and African countries and all-electric models are sold through Polaris Industries' Global Electric Motorcars division. In Sri Lanka, it is sold through Diesel & Motor Engineering (DIMO) PLC under the name of DIMO Batta.

Tata Prima
Tata Prima is a range of heavy trucks first introduced in 2008 as the company's 'global' truck. Tata Prima was the winner of the 'Commercial Vehicle of the Year' at the Apollo Commercial Vehicles Awards, 2010 and 2012.

Tata 407
The Tata 407 is a light commercial vehicle (LCV) that has sold over 500,000 units since its launch in 1986. In India, this vehicle dominates market share of the LCV category, accounting for close to 75% of LCV sales. The 407 model range includes trucks, tippers, pick-ups and vehicles for agri/food products, construction, light mining and services.

Tata Harrier
Tata Harrier is a 5-seater SUV that rivals the MG Hector and Jeep Compass. This car uses the engine from Fiat which is a 2.0 L-4 cylinder turbocharged diesel motor and transmission from Hyundai which is a 6-speed, available in both manual and automatic. Tata Harrier is derived from the H5X Concept displayed at the 2018 Auto Expo. It was launched on 23 January 2019.

The car is a C-segment crossover SUV based on the OmegaArc platform, an essentially re-engineered version of the Jaguar Land Rover D8 platform. A petrol variant of the Harrier is confirmed to launch in 2022–23.

Tata Harrier is also available in Nepal with the name H5.

Tata Nexon
The Tata Nexon is a subcompact crossover SUV produced by Tata Motors since 2017. It is the first crossover SUV from Tata Motors, and occupies the sub-4 metre crossover SUV segment in India. The electric version of the Nexon was revealed on 19 December 2019. The Nexon EV uses components from Tata Motors' electric vehicle technology brand Ziptron. The electric motor produces 94.7 kW and 245 Nm of torque and 0 - 100 under 9.9 seconds. It has a 30.2 kWh battery with an ARAI rated range of up to 312 km.

The battery can be fully charged in under 8 hours using a complimentary AC charger. It can also be charged using a 15-ampere power cable that can be used at any place with the necessary power socket. DC 25 kW fast charging can be used to charge the battery from 0 to 80% in 1 hour.

Restructuring
In March 2024, Tata Motors announced plans to undergo a significant restructuring by splitting into two separate listed entities. This strategic move aims to enhance operational efficiencies and focus on distinct business segments. The demerger is expected to allow each entity to pursue tailored growth strategies and attract specific investor bases. The announcement was well-received by the market, with Tata Motors' stock experiencing a notable jump following the news.

title: Tata Motors