text:
Talk:John L. Sullivan

Untitled
I'm getting lots of conflicting information. John L. Sullivan won a bout in Cincinnati under the Queensbury rules in 1885, being the first prize fight under those rules. Can someone clarify? JoeHenzi 08:44, 16 Aug 2004 (UTC)

Most sources are not credible. The book "John L. Sullivan and His America" by Michale T. Isenberg should be used above most other authorities.

In particular, the Corbett fight was neither his first under the MQ rules nor was it the first fight with gloves. Boxers fought under different rules negotiated for each fight. I didn't go try to look up which title fight was the first under MQ rules or the first with gloves.

As far as championships, most of the titles in modern sources for this era are made-up. There were titles in that era like the police gazette belt, but there were not formal titles like heavyweight champion of the world. Sullivan became the de-facto heavyweight champion of the world by winning the championship from Paddy Ryan and then beating everyone else. — Preceding unsigned comment added by 63.133.154.10 (talk • contribs)

Hero? Racist? Sources?
The article James J. Jeffries

contains the quote:

Previous Heavyweight Champion John L. Sullivan (the man who had erected the color bar in the heavyweight division when he refused to fight African American contenders) remarked during an interview with The New York Times that Jeffries' personal doctor was so amazed at Johnson's physical condition that he felt Jeffries could only win if Johnson had a lack of skill on the day.

Why isn't that color bar and his refusal to fight African American contenders mentioned in the article?

Shouldn't there be at least one reference next to that statement?

Why does this article say he was a hero? The article does not mention any heroic behaviour.

77.166.70.218 (talk) 08:05, 29 September 2012 (UTC)

 * ✅ I removed "hero" from the intro and added that a citation was needed for the second part. For the second part of your query, you may edit and add or remove based on what you think as this page is not protected nor semi-protected. Thanks and happy editing--Go Phightins! (talk) 15:34, 29 September 2012 (UTC)
 * Thanks Go Phightins! The article World Colored Heavyweight Championship says:

 * Though not sanctioned by any governing body, the colored heavyweight title was publicly recognized due to the color bar in pro boxing in the 19th and early 20th centuries, when white champions drew the color line and would not defend the title against a black man. In the heavyweight division, the color bar was adamantly defended by "The Boston Strong Boy", bare knuckle boxing champ John L. Sullivan, the first modern heavyweight champ, who had fought black fighters on his way up to the title but would not defend it against a black man.

 * Succeeding white heavyweight champs James Corbett and James J. Jeffries followed the same pattern. Since the white champs had fought black fighters as equals on their way up, the color bar undeniably was maintained due to racial prejudice. Since black boxers were being denied a shot at the world title solely due to their race, the general public gave credence to the colored heavyweight title.

 * I am not a native speaker, and I don't like boxing, but I noticed a couple of problems:
 * The article John L. Sullivan doesn't mention the "color bar".
 * Some boxing related articles link to color bar, which is currently a redirect to the television test pattern
 * Can someone please fix that?
 * Thanks in advance, 77.166.70.218 (talk) 00:53, 30 September 2012 (UTC)

 * Hello, the color bar article does have a link to racial segregation at the top to help people find the correct page, I don't really think it needs to be "fixed" any further beyond this. Regards.  Alex J Fox  (Talk)(Contribs) 19:44, 30 September 2012 (UTC)

This article reads like a racist vandalized it. In at least three places it's made glaringly clear that Sullivan was good, but would have undoubtedly lost had he dared enter the ring against a black opponent. How can anyone know this? This conjecture really detracts from the article! Sullivan may have been a racist scumbag, and he himself probably experienced bigotry based on his Irish heritage that was common at that time in America. One mention of either thing would be enough. — Preceding unsigned comment added by 75.139.155.164 (talk) 17:33, 13 April 2013 (UTC)

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Tales of Wells Fargo
Looks like Charles Bronson as Sullivan in “The Hand That Shook the Hand” episode (1961), S5 E20 2600:1700:8281:410:E032:3DE:D31E:C67B (talk) 23:17, 19 June 2023 (UTC)

WBA GOLD
this is not considered a full world champion title!If the WBA Gold is now taken into account on Wikipedia then the WBC Silver, which has an equivalent status, and the WBC Franchise Champion, which should even be taken into account like the WBA Super. 84.152.86.116 (talk) 15:33, 18 January 2024 (UTC)

title: Talk:John L. Sullivan


text:
User talk:Sarrica

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Willy Burkhard

Willy Burkhard (17 April 1900 – 18 June 1955) was a Swiss composer and academic teacher, influential in both capacities. He taught music theory at the Berne Conservatory and the Zürich Conservatory. His works include an opera, oratorios, cantatas, and many instrumental genres from piano pieces to symphonies.

Life
Burkhard was born in Evilard, Canton of Bern. He attended and graduated from a teachers' training college Campus Muristalden. He also study with Ernst Graf, organist at the Berner Münster. He moved to Leipzig to study piano with Robert Teichmüller and composition with Sigfrid Karg-Elert. After Leipzig, he moved on to Munich to study with Walter Courvoisier and later to Paris to work with Max d'Ollone.

From 1924, he began teaching composition, theory and the piano in Berne. He was appointed professor at the Berne Conservatory in 1928. He conducted several choirs and small orchestras there. In 1932 he was struck with tuberculosis, and was compelled to live for several years in Montana and Davos. During that time, he turned more towards composition. He settled in Zürich in 1942 and taught composition and music theory at the Zürich Conservatory, where his students included Klaus Huber, Rudolf Kelterborn, Ernst Pfiffner, Armin Schibler and Ernst Widmer. In 1950 he received a prize from the Schweizerischer Tonkünstlerverein (Swiss Association of Musicians). He died in Zürich in 1955 at the age of 55.

Work
Burkhard published 98 works with Opus numbers, and left a large amount of unpublished works held as manuscripts by the Paul Sacher Foundation. He began to compose in late-Romantic style. His personal style developed from 1930, comparable to Paul Hindemith and Frank Martin. Late in life, he used some features of twelve-tone composition, but remained within tonality. He was interested to compose for voices, and regarded for renovated sacred music.

Burkhard is known for sacred choral music, including oratorios Das Gesicht Jesajas (Isaiah's vision) and Das Jahr (The year), and the cantata Die Sintflut (The Flood). He composed an opera, Die Schwarze Spinne based on Gotthelf's novella The Black Spider. He wrote song settings for solo voice and choirs, chamber music and piano works. His orchestral music was often dedicated to Paul Sacher's Sinfonietta, including a Violin Concerto, and two symphonies.

Dramatic works

 * Im Zeichen des Kreuzes, incidental music, 1938–9
 * Laupenspiel, Op. 56, radio score, 1939
 * Oedipus rex, Op. 72, incidental music to Oedipus Rex by Sophocles, speaking choruses, wind instruments, timpani, 1944
 * Die schwarze Spinne, text by R. Faesi and G. Boner based on Gotthelf's The Black Spider, Op. 80, 1948, rev. 1954

Accompanied choral works

 * Choral duets, Op. 22/1, text by Christian Morgenstern, men's choir, tpt, trombones, Op. 22/2, text by Conrad Ferdinand Meyer, choir, vn, fl, 1926–28
 * Till Ulenspiegel, cantata, Op. 24, T, B, male chorus, orch, 1929
 * Vorfrühling, cantata, text by Morgenstern, Op. 27, chorus, str, 1930
 * Te Deum, Op. 33, choir 2vv, tpt, trombone, timp, org, 1931
 * Spruchkantate, Op. 38, text by Joseph von Eichendorff, male chorus, str, 1933
 * Musikalische Übung, Op. 39, Psalm 12 translate by Martin Luther, choir and organ, 1934
 * Das Gesicht Jesajas, oratorio, Op. 41, solo voice, choir, organ and orchestra, 1933–5
 * Die Versuchung Jesu, cantata, Op. 44, A/B, unison vv ad lib, org, 1936
 * Ps xciii, Op. 49, Psalm 17, unison vv, org, 1937
 * Genug ist nicht genug, cantata, text by Meyer, Op. 53, chorus, 2 tpt, timp, str, 1938–9
 * Lob der Musik, cantata, Op. 54, solo vv, chorus, orch, c1939
 * Cantate Domino, Op. 61/2, S, chorus, str, timp, 1940
 * Heimatliche Kantate, text by Gottfried Keller, Op. 61/3, Mez/Bar, unison vv ad lib, orch, 1940
 * Kreuzvolk der Schweiz, text by Meyer, Op. 61/4, chorus, org, 1941
 * Das Jahr, oratorio, text by H. Hiltbrunner, Op. 62, solo vv, chorus, orch, 1942
 * Christi Leidensverkündigung, cantata, Op. 65, T, small chorus, org, 1942
 * Cantique de notre terre, text by J. P. Zimmermann, Op. 67, solo vv, chorus, orch, 1943
 * Mass, Op. 85, soprano, bass, choir and orchestra, 1951
 * Psalmen-Kantate, Op. 90, S, chorus, org, chbr orch, 1952
 * Ps clxviii, Op. 96, Psalm ?, unison vv, insts, 1954

Unaccompanied choral works

 * 2 Choruses, Op. 2, 1923
 * Cantata, text from the Bible, Op. 3, tenor and choir, 1923
 * Motets, Op. 10, boys' choir, 1925
 * 8 Sprüche aus dem ‘Cherubinischen Wandersmann’, 2 sets, Op. 17/1, text by Angelus Silesius, 1927
 * Ezzolied, Op. 19, motet, 1927
 * 5 Gesänge, text by Richard Dehmel, Op. 26, 1930
 * 24 Melodien aus den Hassler’schen Choralgesängen, Op. 30, 4vv, 1931
 * Das deutsche Sanctus, 2 unison choruses, 1932
 * Neue Kraft, suite, text from the Bible etc., Op. 34, 1932
 * 4 Choruses, Op. 35, male chorus, 1936
 * Der Tod, chorus 4vv, 1933
 * Vermahnlied, 2–4vv, 1934
 * Bärnerlüt, male chorus 4vv, 1935
 * 2 Gesänge, chorus 4vv, 1936
 * Choruses, Op. 47, male chorus, 1936
 * Die Verkündigung Mariä, motet, Op. 51, 1938
 * 5 Choräle, chorus, 1939
 * Sommerzeit, Op. 61/1, 1940
 * 9 folksong arrangements, s. and chorus, female chorus, 1942
 * 2 Choruses: Mon âme, bénis l’éternel, Oui, glorifiez l’éternel, 1942
 * Kleiner Psalter, Op. 82, 1949
 * Frühlingsglaube, text by Keller, male chorus, 1950
 * Wer das längere Lebensteil wünscht, male chorus 4vv, 1950
 * 2 Gesänge, 2vv, 1952
 * Die Sintflut, cantata, Op. 97, chorus 8vv, 195

Orchestral works

 * Violin Concerto No. 1, Op. 7, 1925
 * Suite aus der Musik zu einem Weihnachtsmärchen, Op. 12, 1926
 * Symphony, Op. 21, 1926–8
 * Ulenspiegel-Variationen, Op. 37 [prelude to op.24], 1932
 * Fantasy, Op. 40, str, 1934
 * Kleine Serenade, Op. 42, str, 1935
 * Concerto, Op. 50, str, 1939
 * Hymnus, Op. 57, 1939
 * Concertino, Op. 60, vc, str, 1940
 * Violin Concerto No. 2, Op. 69, 1943
 * Symphony No. 2 (one movement), Op. 73, 1944
 * Concerto, Op. 74'', org, str, brass, 1945
 * Konzertstück, Op. 75, org, orch, 1945
 * Canzona, Op. 76, 2 fl, low str, 1945
 * Kleine konzertante Suite, Op. 79, 1946
 * Piccola sinfonia giocosa, Op. 81, small orchestra, 1949
 * Fantasia mattutina, Op. 83, 1949; Toccata, op.86, 1951
 * Sonata da camera, Op. 89, str, perc, 1952
 * Viola Concerto, Op. 93, 1953
 * Concertino, Op. 94, 2 fl, hpd, str, 1954
 * Divertimento, Op. 95, str, 1954

Chamber music

 * Fantasie, Op. 1, pf, 1922
 * Variationen über ein Volkslied, Op. 8, pf, 1925
 * Inventionen, Op. 14, pf, 1926
 * String Trio No, 1, Op. 13, 1 movt, 1926
 * Kleine zweistimmige Suite, Op. 14a [arr. op.14], 11 insts, 1926
 * 3 Preludes and Fugues, Op. 16, pf, 1927
 * 2 Trio Sonatas, Op. 18, org, 1927
 * Kleine Serenade, Op. 15, vn, va, 1927
 * Stinis Puppe Theresli, pf, 1928
 * String Quartet No. 1, Op. 23, 1929
 * Variations on a *Minuet by Haydn", Op. 29, pf, 1930
 * Variations on Chorale settings by Hassler, Op. 28, org, 1930
 * Kleine Stücke, Op. 31, pf, 1931
 * Fantasie, v32, org, 1931
 * Wer nur den lieben Gott lässt walten, partita, org, 1932
 * Grosser Gott wir loben dich, partita, org, 1932
 * Praeludium und Fuge, E, org, 1932
 * Was die Hirten alles erlebten, pf, 1935
 * Piano Trio, Op. 43, 1936
 * Sonatina, Op. 45, vn, pf, 1936
 * Suite, Op. 48, 2 vn, 1937
 * 8 kleine Klavierstücke, 1938
 * Sonatina, Op. 52, org, 1938
 * Fantasy and Chorale "Ein feste Burg", op.58, org, 1939
 * Sonata, Op. 59, va, 1939
 * Etude concertante, vc, pf, 1940
 * Sonatina, pf, 1940
 * Weichnachtssonatine, Op. 71/1, pf, 1940
 * Sonata, Op. 66, pf, 1943
 * String Quartet No. 2, Op. 68, 1943
 * Suite en miniature, Op. 71/2, vn, pf, 1944
 * Serenade, Op. 71/3, fl, gui, c1945
 * Serenade, Op. 77, fl, cl, bn, hn, vn, va, db, hp, 1945
 * 4 Intermezzi, Op. 77a, hp, 1945
 * Sonata, Op. 78, vn, pf, 1946
 * Canzona, Op. 76a, 2 fl/fl, ob, pf/org, 1947
 * Sonata, Op. 87, vc, pf, 1952
 * Lyrische Musik, Op. 88, fl, va, vc, pf, c1952
 * Choral-Triptychon, Op. 91, org, 1953
 * Serenade, Op. 92, fl, cl, 1953
 * Suite, Op. 98, fl, 1955
 * 6 Preludes, Op. 99, pf, 1955
 * Romanze, hn, pf

Solo vocal music

 * 7 Songs, Op. 4, 1v, pf, 1924–5
 * 6 Songs, Op. 5, 1v, pf, 1923–5
 * 4 Nachtlieder, Op. 6, 1v, pf, 1924
 * Frage, Op. 9, song cycle, 1v, pf, 1925
 * 3 Duets, Op. 11, text by Friedrich Hebbel, 2S, vn, 1926
 * 2 Rilke Cycles, Op. 20/1, B, chbr orch, op.20/2, S, chbr orch, 1927
 * 10 Songs, Op. 25, 1v, pf, 1930
 * Herbst, cantata, text by Morgenstern, Op. 36, S, pf trio, 1932
 * Das ewige Brausen, text by K. L. Hamsun, Op. 46, B, orch, 1936
 * Der Sonntag, cantata, text by Gotthelf, Op. 63, Mez/Bar, pf trio, 1942
 * Magnificat, Op. 64, S, org, 1942, arr. as op.64a, S, str, 1942
 * 9 Songs, Op. 70, text by Morgenstern, 1v, pf, 1943
 * Und als der Tag der Pfingsten erfüllt war, Op. 84, A/B, org, 1951
 * Psalmenmusik, soprano and orchestra, 1953

title: Willy Burkhard


text:
Wikipedia:Articles for deletion/Donald Gaffney

 * Googling '"Donald Gaffney" IBM"' suggests that this person is real but not notable. - TB 08:48, Aug 16, 2004 (UTC)n ask

 * Delete. The author has included the article in List of electrical engineers and List of people by name: Ga-Gd ("Great IBM engineer"), but googling the person with terms like 'toaster oven', 'IBM' or 'General Electric Corporation' doesn't produce any noticable results. The author doesn't have a user account either (article was created by IP edits), where we can discuss the article with him/her. utcursch, Aug 6 2004
 * Delete. Reads like a personal page. Andris 12:56, Aug 16, 2004 (UTC)
 * Delete: The article seems like a retirement tribute.  No evidence of notability is offered in the article.  Also, though, it has "our company" in it, suggesting an internal sources.  Geogre 13:04, 16 Aug 2004 (UTC)
 * Delete: If anything, original research. Maybe he did invent the toaster-oven, but we need corroboration. Also remove links on other pages. --Golbez 21:31, 16 Aug 2004 (UTC)


text:
Toyota Corona

The Toyota Corona (Japanese: トヨタ・コロナ) is an automobile manufactured by the Japanese automaker Toyota across eleven generations between 1957 and 2001. On launch, the Corona was Toyota's second-highest product in their range, just below the Crown. The Corona was marketed in the JDM at Toyota's Toyopet Store dealership channels, and the Corona was one of Toyota's first models exported to other global markets, followed by the smaller Toyota Corolla.

The Corona played a key role in Toyota's North American success. Having previously entered the North American passenger car market in 1957 as Toyopet, the company met little success, withdrawing in 1961. The company re-entered the North American market in June 1964, rebranded as Toyota, introducing its third-generation Corona with more modern technology and numerous standard features. Toyota advertised the car prominently, with the company's first television commercial featuring the Corona. The car was well received, winning the 1969 Road Test Import Car of the Year. The Corona helped boost U.S. sales of Toyota vehicles to more than 20,000 units in 1966 (a threefold increase), making the company the third-best-selling import brand in the United States by 1967. In 2014, editors at Car and Driver called the Corona one of the best Toyotas ever made, arguing that Toyota survived long enough to thrive in America because of the Corona.

By 1968, the Corona name was used on a larger platform, marketed as the Corona Mark II. The Corona itself was marketed under a numerous nameplates worldwide, including in European markets as Carinas, and a variant of the Corona was offered in various markets as the Carina. The Corona was ultimately replaced in Japan by the Toyota Premio; in Europe by the Toyota Avensis; and in Asia, Pacific markets, and the Americas by the Toyota Camry.

The nameplate corona derives from the Latin word for "crown", the sedan taking its place just below Toyota's similarly named flagship, the Toyota Crown.

First generation (T10; 1957)
The first-generation Corona, introduced in May 1957 and became available on the market two months later, was designed with parts from the previous-generation Crown and Master following a major restyle and enlargement of the Crown. The design of many of the body panels were cut down from the Master which had ceased production. Aside from the 4-door T10 sedan, the T16V 3-door van version was introduced in October 1958 as Toyopet Coronaline. Originally, the T10/16 Corona was fitted with the old sidevalve "S" engine, with 33 PS. In April 1958 the Corona underwent a light facelift, with a new bonnet ornament and door handles. The tail light design of this generation is reminiscent of the 1949 Ford sedan.

The 997 cc OHV P series engine replaced the old S in October 1959, and offered substantially more power with 45 PS at 5,000 rpm. The P-engined Corona sedan was capable of traveling at 105 km/h, 15 km/h higher than the old S-engined model. The car also underwent another facelift, including a mesh grille and a new rear seat which allowed seating for five rather than the previous four. As regulations regarding taxis at the time required engines no larger than 910 cc, dealers restricted the power for taxi vehicles. Due to the upgrade in dimensions of the Crown, Toyota needed to continue manufacturing a vehicle with similar size dimensions to the first Crown, primarily to be used for taxi usage. This vehicle was also the first Toyota's car with a monocoque chassis structure, and an independent front suspension using double wishbones. Due to the monocoque chassis, Toyota was able to produce a vehicle under 1000 kg.

Second generation (T20, T30; 1960)
This generation of the Corona was also known as the Tiara (in keeping with the crown naming convention) when exported by Toyota Motor Corporation. It was introduced at a critical time for the company in North America. Their first flagship car, the Toyopet Crown, was unsuccessful in the US market, and the Corona was added to offer a choice along with the Land Cruiser. At the time, there was little market for an off-road vehicle like the Land Cruiser. The front mask of the T20 Corona is reminiscent of the 1955–1957 Ford Thunderbird, and shares its appearance with the entry-level offering, called the Toyota Publica.

The Tiara was introduced to sell alongside the Crown, as a smaller companion. Introduced in March 1960, the car was powered by a 45 PS 1.0 L "P" series motor. With a three-speed manual transmission, top speed was a mere 110 km/h. In March 1961, Toyota introduced a more powerful 1.5-litre "R" series motor, the same motor from the Crown, and an even larger 1.9-litre engine was added in 1964. Fortunately for Toyota, the problems with the Crown were not seen on the Tiara as the lighter body (400 lb less than the Crown) made the R series engine more sufficient. The Tiara station wagon was seemingly aimed at women, with many of the original brochures featuring only women in a dinner dress as well as playing golf. Nevertheless, it sold better than the Crown and had a lot fewer mechanical problems. The Tiara ended up being the only sedan sold by Toyota in the US until the reworked second-generation Crown appeared. By that time, the Tiara had been redesigned and given the Corona label from the Japanese domestic market. A total of only 318 of these vehicles were sold in the US.

In Australia the Tiara was produced in Port Melbourne, Victoria by Australian Motor Industries (AMI) starting from 1963.

Two concept cars were shown at the 1963 Tokyo Motor Show – the Corona 1500S Convertible and the Corona 1900S Sporty Sedan. The Corona Sports Coupe was a concept car shown at the 1963 Tokyo Motor Show – it shared little with the Corona except the suspension and the name. The load carrying variants, Coronaline van and pickup (technically a coupé utility) were introduced in July and September 1960 with rigid axle semi-oval leaf spring rear suspension and 500 kg payload capacity, to fill commercial segment below the heavier capacity Toyota Stout.

Third generation (T40, T50; 1964)
The third generation was introduced September 1964, one month before the 1964 Summer Olympics. It was available in sedan, two-door hardtop, three-door van, five-door station wagon (also as a van), two coupé utility variants and a five-door hatchback. The 40–43 series were reserved for sedans, while commercial vehicles (and wagons) were in the 46 and 47 series. Hardtops received 50–55 series model codes, while 56 was reserved for the five-door hatchback. The 1965 model marked a return of Toyota to the American market after withdrawing there temporarily in 1961.

Toyota conducted a public demonstration of the new Corona's performance on the Meishin Expressway, where the new model was tested to 100000 km, and was able to sustain speeds of 140 km/h. Toyota released the Corona one year after the debut of the Corona's traditional competitor, the Nissan Bluebird. In November 1966, Toyota introduced the Corolla, a smaller vehicle to address the market that needed a more fuel efficient vehicle, allowing the Corona to increase in size. 0 - 60 mph time was 15.1 seconds.

Originally, commercial models (three-door van, coupé utility, and double-cab coupé utility) utilized the 1,198 cc 2P engine, with 55 PS at 5,000 rpm. This allowed for a maximum load of 500 kg for the two-seater versions and 300 kg for the five-seaters. Heavier loads were better accommodated by the Toyota Stout, while larger commercial grade trucks became available at Toyota Diesel Store locations. 1967 also saw the debut of a cab over van equipped for both commercial and commuting duties using the Corona engines, called the Toyota HiAce, offering more payload than the Corona was suited for.

The coupé utility was produced by the former Central Motors between October 1964 and August 1968. In July 1965 the 2-door hardtop coupé body style was introduced.

Top speed for the 1.2-litre Corona is 110 km/h. In January 1967 this also became available as a five-door van. In April 1967, the larger and more powerful 3P (1.35-litre) and 2R (1.5-litre) engines became available, replacing the lesser 2P in most markets. Power of these were 77 and 65 PS respectively.

The Toyota automatic transmission, marketed as Toyoglide, was introduced on this version of the Corona. The 4R (12R in Australian versions) engine that had a displacement of 1587 cc was equipped with a twin SU carburetor (Australian models with 12R engine had one double barrel Aisin downdraft carburetor), and was capable of 90 bhp. Disc brakes were also introduced for the front wheels. Exports of this Corona proved popular in the US and Europe, with increased engine performance and durability improvements over previous versions. In September 1967 alone, Toyota produced 80,000 cars, with 30,000 being Coronas.

Toyota 1600GT (RT55)
In July 1965, Toyota introduced Japan's first 2-door hardtop coupé, and August 1967 they installed the 1587 cc DOHC 9R engine in the RT55 1600GT. This engine used the 4R engine block borrowed from the Corona 1600S with a Yamaha built DOHC head derived from the 2.0 L 3M engine in the exotic 2000GT that was introduced May 1967, and produced 110 bhp. The 1600GT was offered as a more affordable junior version of the larger, more exclusive 2000GT, and 2,222 examples of the 1600GT were manufactured in Bellatrix Yellow, Pegasus White, Solar Red, and Thunder Silver metallic. These were all colours that were also offered on the 2000GT.

The introduction of a two-door hardtop coupe reflected the growing prosperity of the Japanese economy. While the coupe offered some practical items like a spacious trunk and a rear seatback that folded down for additional items, it was offered as a single-occupant car that could accommodate three other passengers. A bench seat was not offered for front-seat passengers, and a console was blended into the dashboard, accommodating 4-speed or optional 5-speed. Due to its sporting nature, no automatic transmission was offered, and a limited slip differential was standard equipment. The interior only came in black, with reclining front bucket seats. The steering wheel matched the one used in the 2000GT, but the outer rim was wood-grained plastic. It was Toyota's answer to the Isuzu Bellet GT, the Nissan Bluebird SSS and the Prince Skyline 2000GTB. While it used the Corona hardtop coupé body, it was not known as the Corona 1600GT, sharing a naming convention to the larger 2000GT.

It inspired future generations of performance-oriented coupes and sports cars offered, to begin with the Crown hardtop coupé in October 1968, the Corona Mark II GSS, the Celica GT, and the Carina GT in 1970 and the Toyota Corolla Levin and Sprinter Trueno in 1972, while a 2.0-litre DOHC engine continued to be offered in subsequent Corona GT coupés until 1983. On the front fenders, grilles were installed, and the inverted triangle found on the grille of the 2000GT is also installed on the 1600GT's grille.

Foreign assembly
The Corona was the first Toyota assembled in New Zealand, from February 1967 at Steel Brothers' Motor Assemblies in Christchurch. It was also built by Shinjin Motor in South Korea from 1966 until 1972. Shinjin Motor was a predecessor to Daewoo and soon switched to assembling General Motors products. The Corona was also assembled by Australian Motor Industries in Melbourne, with the 12R engine.

South African assemblies commenced in 1966, with the car reaching a fifteenth position on the 1967 sales charts.

Corona Mark II (T60, T70; 1968)

September 1968 saw the release of a larger model called the Corona Mark II. It was a slightly larger vehicle than the Corona with a higher level of equipment offered at the time, sharing some of the features of the larger Crown, but taking the top position at Toyopet Store locations.

The Corona Mark II is longer, at 4295 mm over the Corona's length of 162.4 in for the sedan, and the coupe, with a width of 1610 mm in comparison to 61 in for the sedan and coupe. The height of the Mark II is lower at 1405 mm over 55.9 in for the sedan, but higher at 54.1 in for the coupé.

After 1972, this was spun off as a separate platform, eventually dispensing with the "Corona" part of the name.

Fourth generation (T80, T90; 1970)
The T80 series Corona was introduced February 1970 and was a complete redesign, and was developed on a separate platform from the Toyota Corona Mark II, which became a larger, more comfortable and powerful car, where the Corona remained focused on fuel economy. Body styles were further reduced to a two-door hardtop coupé, a four-door sedan and station wagon. The engine continued to use an OHV on base level vehicles, and SOHC on better equipped versions and most of the two-door coupés. The engines used in the Mark II were often shared with the Corona.

Trim levels originally offered were the 1500 standard or DX, 1600 DX, and the 1600 SL (although the 1900 cc 8R engine was offered in North America and South Africa). The 1.5 offered 77 PS, while the 1.6 has 85 or depending on the spec. A slight change occurred in January 1971, when the 2R and 7R engines (RT80/82/86V) were replaced by the more powerful 12R and 6R units (RT81/84/87V). At the same time, the larger 1.9-litre RT83 was added to the lineup. A plethora of transmissions were offered, with a three-speed manual as standard. A four-speed manual with a floor-mounted lever was also available, as were two- or three-speed "Toyoglide" automatic transmissions, with the three-speed available with a floor-mounted shifter. Later on a five-speed manual was also made available in the sportier versions.

The Corona was redesigned in August 1971, with the low-mounted wraparound turn signals removed and a new grille. Another, milder yet restyle appeared in August 1972, including new grilles and hubcaps. The Hardtop gained a two-litre engine at this time. Among the mechanical updates were electronic fuel injection installed on the 18R-E with a SOHC engine design that appeared in the two-door coupé. The 18R-B had twin SU Carburetors, with an electronically controlled automatic transmission, labeled ECT. Four-cylinder engine choices were pushrod 1.35 (van Standard only), 1.5, and 1.6-litre engines, and overhead-cam 1.7, 1.9, and 2.0-litre gasoline units. Vans (wagons) were sold with 1.35 3P or 1.5-litre 2R engines for the first year, but the 1.5 was replaced by the 1.6-litre 12R engine in January 1971. The 1.7-litre 6R engine was added to the lineup in September 1970, and became available in the van in September 1971. North America only received the Corona wagon in July 1972 (and only for the 1973 model year), as the two-litre RT89.

A performance oriented in-house competitor called the Toyota Carina, close in size to the Corona and based on the Toyota Celica platform, was introduced in 1970. It was available at a different dealership sales channel called Toyota Store. This generation of Corona was available at dealerships called Toyopet Store. The Corona pick-up was no longer manufactured due to the introduction of the Hilux in 1969. Along with the August 1972 facelift, the Corona received the 2.0-litre engine which appeared in the 2000SL and the 2000SR with fuel injection. The 7R-engined RT82 was short-lived in Japan, only being available between February and September 1970, but in other markets it may have remained available until the introduction of the next Corona.

In the United States, the 1970s were probably the Corona's high point, helped by the fuel crises of 1973 and 1979. Competition for sales continued from the Nissan Bluebird, and from a new competitor from the Mazda RX-2 in 1971, with an introduction to the US in 1972. As with the prior generation models offered were limited to the four-door sedan and the hardtop coupe for most of the run, with the wagon added only for 1973, the final model year of the generation.

These models were assembled in New Zealand (by Steel's) and Australia (Australian Motor Industries or AMI). NZ models initially had a 1.5-litre OHV engine and four-speed manual and then the 6R 1.7-litre OHC engine. After the first facelift (new nose and tail, square instead of round instrument housings) for 1972, the 6R engine was again used. The 1972 facelift (another new grille) saw two models – 1.6-litre OHV with three-speed column-shift manual and bench front seat and 1.7-litre four-speed floor shift manual and high-back buckets. This version was badged 1700SE.

Australian RT81s used the 1.6-litre OHV engine and four-speed manual. Local content was much higher than the NZ cars with local instruments and heater which meant, surprisingly for the climate, there were no centre air vents. The facelift AMI assembled model with the revised grille was released in November 1972, lasting to March 1974.

A modified Corona was shown at the 1970 Tokyo Motor Show as the Electronics Car. Based on the Corona Hardtop 1700SL, it showed many electronic innovations but was not put into production.

Fifth generation (T100, T110, T120; 1973)
31 August 1973 saw the introduction of the Corona T100-Series, which continued to be built as a two-door or four-door sedans, a two-door hardtop coupé (T110 chassis codes) and as a four-door station wagon (marketed as a van for commercial use in Japan). Chassis codes 100–105 were reserved for sedans, with 106–109 for vans, the 110–115 was for the hardtop coupé while 116–119 was for the wagon versions. The 120-series model codes were used for late-series facelifted models in the Japanese market fitted with the new emissions control TTC-C motors. The two-speed automatic was no longer offered. The facelift revised the bonnet and grille and enlarged the tail lights. The station wagon featured optional wood panel body claddings. Engines were 1.6, 1.8 and 2.0-litre SOHC units. In North America, the 20R 2.2-litre engine was used.

The high-performance 2000GT Sedan and Hardtop Coupé with 18R-G twin cam engine were only offered in Japan. Yamaha supplied the alloy head for these high performance normally aspirated engines fitted with twin Mikuni-Solex 40 mm side-draft carburettors and a compression ratio of 9.7:1. Gearbox was the Porsche-type synchromesh 5-speed P51 coupled to a 4.1 F series limited slip differential, giving a claimed top speed of 200 km/h. In 1972, a new set of performance coupes is introduced on the Corolla platform called the Corolla Levin and Sprinter Trueno.

North American models had longer bumpers (hiding recoverable bumper shocks) to meet local 5 mi/h impact standards; they gained standard radial tires in 1975. Side door impact upgrades were installed in all doors. This series also saw the standard (on some models) Electro Sensor Panel which monitored fluid and bulb status. As with earlier Coronas, some models had a shifter mounted on the steering column. Sales of the Corona continued to grow as a result of the 1973 oil crisis. The two-door hardtop continued, with trim levels 1600GL, 1800SR and the 2000SR, with the coupé proving popular in the US but more popular yet in Japan. The two-door sedan, meanwhile, sold well in the United States but very little in Japan, and this was the last Corona to be offered in this bodystyle.

The Corona saw new competitors in both Japan, Europe and the United States from the Honda Accord in 1976, and the Subaru DL in 1974. The advantage the Honda and Subaru had over the Corona was that both vehicles were front-wheel-drive, while the Corona was rear-wheel-drive. In response to the Japanese Governments passage of emission control regulations, Toyota introduced the Toyota TTC-V (Vortex) on the 80 PS 19R engine only, using an Exhaust gas recirculation implementation. In Japan, the 12R-U engine was designed to run on LPG for taxi usage, starting in October 1975. To meet new emissions regulations the 1.6-litre 12R engine was replaced by the more modern 2T-J in commercial models. The 18R-E engine with fuel injection that was used in the 2000SL and 2000SR discontinued production due to emission issues. In November 1975, the 1800 saw the removal of the twin carburetors due to emission regulations, which meant the discontinuation of the 1800SR coupé. June 1976 saw the installation of a catalyst system included with the TTC-C system.

January 1977 saw a minor appearance change to both the interior and exterior, with a revised grille and bonnet, new headlight surrounds and a restyled dashboard. The taillights were also modified; while still rectangular, they were less busy in appearance.

New Zealand assembly began with 1.6 OHV, three-speed manual column shift and bench front seat and 1.8-litre 16R OHC four-speed manual bucket front seat options. Later, the 18R 2.0-litre OHC engine replaced the 1.8 and was also offered with a three-speed automatic, the first auto Corona in New Zealand. A later update replaced the 2000 with an upgraded trim version badged 2000SE and wagon assembly commenced.

Australian models had the 18R from the start, as did South African ones.

Sixth generation (T130; 1978)
Introduced in Japan in September 1978, the T130 series Corona adopted a boxier design over the outgoing T100/110/120 series. It maintained the standard front-engine / rear-wheel-drive layout of all Coronas that preceded it. The T130 series was available in a wide range of body styles across various markets including a four-door sedan, two-door hardtop coupe, four-door wagon and new five-door liftback, which featured a 40:60 split fold rear seat. The assignment of "T130" to all Corona body styles signified a new approach from having different series number identifiers for the various body styles. This was also the first Corona to be sold as a "Toyota" rather than a "Toyopet" in the Japanese domestic market.

All models featured MacPherson strut independent front suspension as well as a four-link trailing arm rear suspension arrangement with a Panhard rod, except for the wagon, which used leaf springs, like the Corolla and Cressida wagons. Disc brakes were fitted as standard equipment on the front of all models. Rear disc brakes were fitted as standard on the 2000GT and 2000SL, which were not available to all international markets. Other models were fitted with rear drum brakes.

The Corona range received a thorough facelift in August 1980, with new rearwards sloping rectangular headlights which gave it a more modern appearance at the front.

The T130 series was manufactured with a wide range of engine and transmission combinations. 1.6-litre 12R, 2T (and associated 12T) and 2.0-litre 18R engines are the most common. The LPG-powered 12R engine became available in the Japanese domestic market in February 1979 and, along with the LPG-powered 5R engined model, continued to be built until August 1982. The rest of the Corona range was taken out of production for the Japanese market in December 1981. Amongst other minor changes, the 1.8-litre 3T / 13T engine was added in 1981 to replace the 1.6-litre 2T/12T. The North American Corona shared the 2.2-litre 20R engine with the Celica. Emission regulations passed in 1978 were applied across the range of models offered. The 1.8L engine was equipped with electronic fuel injection as well as the 2.0L engine. In Japan the venerable 2.0L 18R-G was offered in the range-topping 2000GT, developing 101 kW (135 hp) at 5800 rpm.

The station wagon was, as usual at the time, marketed as a "light van" in Japan. This was registered as a commercial vehicle for certain tax benefits and less restrictive emissions standards. When introduced, the Corona Van was available as a 1600 (TT137V) or an 1800 (RT137V), both using engines not installed in the rest of the range. The 2T-J in the 1600 Standard produces 93 PS at 6000 rpm while the DX and GL models' 1.8-litre 16R offered 95 PS at 5600 rpm but with considerably more torque. The 2T and 16R were both replaced by the newer 12T-J engine in December 1979, reflecting newly tightened emissions standards for commercial vehicles in Japan. This model, the TT138V, produces 86 PS at 5600 rpm.

Production of the T130 ended in 1982, to be replaced by the T140 series.

Markets
The T130 was the last Corona to be marketed in the US. It was offered as a sedan, wagon, or liftback with either Base or LE (Luxury Edition) equipment. In North America, the Corona was replaced for the 1983 model year by the similarly sized but front-wheel-drive Camry sedan and five-door hatchback. Since then, the Camry has grown a size larger than the Corona and its sportier Carina sister car. The Corona was originally fitted with the 2.2-litre 20R engine, but along with a facelift for 1981 this was switched to the 2367 cc 22R with 96 hp at 4800 rpm. The facelift version received a rearward-sloping front end and a modestly restyled rear; North American cars received quad rectangular headlamps and a standard five-speed manual or an optional four-speed automatic.
 * United States

To meet an 85 per cent overall local parts content as a manufacturer, Toyota Australia chose to manufacture Corona sedans and wagons using 1.9-litre Holden Starfire engines. As installed by Toyota, the engine received some minor changes in the form of its own camshaft, manifold, and carburettor. In Toyota engine terminology it received 1X badging and was coupled with a four-speed or optional five-speed Borg-Warner 505. A three-speed automatic was also available. Period commenters universally criticized the antiquated Holden powerplant as rough, lacking power, and excessively thirsty. There was also a very well-equipped Corona XX, recognizable by its alloy wheels (shared with the Supra). In spite of its air of sports and luxury, the Corona XX received the 58 kW Starfire engine, albeit here only with a five-speed manual.
 * Australia

Beginning in November 1979, Toyota Australia also imported the five-door Corona liftback fitted with Toyota's own, much more modern 2.0-litre 18R-C engine with 63 kW. In 1981 the Australian Corona received the same facelift as seen elsewhere, with a new rearward sloping front. Toyota's engineers also further modified the Holden engine in an effort to increase drivability and reliability, with new gaskets, valves, valve springs, and water pump. Outputs remained the same but the performance did increase marginally thanks to better engine response. The facelifted Corona XX now benefitted from an imported engine, the same 2-litre 21R-C as used in the Celica.

New Zealand assembly started with the 1.6-litre 12R engine and three-speed manual transmission with bench front seat, and 1.8-litre 3T (TT132) with a four-speed manual or three-speed automatic. The 1.6-litre was soon changed to the newer 2T engine, coupled with a four-speed manual and bucket front seats. Later in the run, Toyota NZ added a locally assembled Liftback version with the 1.8-litre engine and manual or automatic transmission. These models also had a standard radio and separate cassette deck—both were rare factory fittings in the country at the time.
 * New Zealand

In Indonesia, the locally built T130 Corona was available as a 2000 (RT132) from 1979. From 1981 it became available as an 1800 (TT132). It was then replaced by the X60-series Toyota Corona Mark II. The Corona returned to Indonesia with the T150-series Corona FF.
 * Indonesia

Rear-wheel-drive model (T140; 1982)
The T140, which would become the longest running Corona series, entered production as a rear-wheel-drive sedan, coupé and wagon in January 1982. Manufacture by Toyota Australia continued until 1987, by which time the T150 series had already been released. The T140 series was also brought out in a diesel/LPG powered, high-roofed taxicab version which was particularly popular in Hong Kong, Macau, and Singapore. The T140 was not exported to many markets where the T130 had been sold (such as Indonesia), with many importers choosing to hold out for the front-wheel-drive T150.

Starting with this generation series, the Toyota Carina platform was altered from its original Toyota Celica beginnings to the Corona platform. The Corona remained exclusive to Japanese dealerships Toyopet Store, and the Carina continued to be sold new only at Toyota Store locations in conjunction to the larger Toyota Crown.

 * 1982:

1600 Standard, DX, GL, SL 4dr sedan, 2dr hardtop, 4dr liftback coupé (Standard only as sedan) 88 hp (12T-U) rigid rear axle 4-speed gearbox (SL 5-speed) brakes: front disc, rear drum 1800 DX, GL, CX, LX, SL 4dr sedan, 2dr hardtop, 4dr liftback coupé 95 hp (13T-U) rigid rear axle 5-speed gearbox brakes: front disc, rear drum 1800 EFI SL, EFI SX 4dr sedan, 2dr hardtop, 4dr liftback coupé 105 hp (3T-EU) rigid rear axle with anti-roll bar 5-speed gearbox brakes: front disc, rear disc 2000 CX 4dr sedan, 2dr hardtop, 4dr liftback coupé 105 hp (21R-U) rigid rear axle with anti-roll bar 5-speed gearbox brakes: front disc, rear disc 2000 GT II, GT 4dr sedan, 2dr hardtop, 4dr liftback coupé 135 hp (18R-GEU) rigid rear axle with anti-roll bar 5-speed gearbox brakes: front disc, rear disc

Standard, DX, GX 4dr sedans 83 hp (3A-U) GX, EX 4dr sedan/2dr hardtop 100 hp (1S-U) GT 4dr sedan/2dr hardtop 130 hp (4A-GE) GT-T, GT-TR 4dr sedan/2dr hardtop 160 hp (3T-GTEU)
 * 1983 onwards:

For the Japanese market only, the five-door wagon (called "Van") was available with a 1.5-litre 5K-J petrol engine, a 1.6-litre 12T-J petrol engine or a 1.8-litre 1C diesel engine. The petrol engines had either a 4-speed manual or a 3-speed automatic gearbox but the diesel engine had a 5-speed manual gearbox. Some wagons had five doors but no rear seat.

European export versions received the 2T four-cylinder, with 75 PS. There was also an 86 PS 1.8-litre engine, as well as the 1.8-litre 1C diesel unit, with a claimed 58 PS. The T140 Corona was not exported in large numbers to Europe, as most importers focused on the slightly smaller Carina and then the front-wheel-drive T150-series cars.

After the late 1985 introduction of the T160 Corona Coupé, the rear-wheel-drive coupé was discontinued. The sedan range was gradually whittled down and by May 1986 only the 1.5 and 1.8 (3A-U, 1S-U) remained, along with a 1.5 Van (KT147V) and a 1.8 Diesel Van. These continued to be available until the December 1987 introduction of the T170-series Corona.

Taxi
The special-bodied taxi version was a spinoff of the T140, used specially as taxicabs in Costa Rica, Hong Kong, Japan, Macau, Panama and Singapore. It was first introduced with the 1.8-litre 1C diesel engine in January 1982 (CT140). In September a 1.8-litre LPG version (YT140) was added to the lineup. In addition to getting a new rear end and a taller, more upright roof line for a more comfortable rear seat, alterations were also made to the headlights and grille. While based on the T140, the front and rear sections took their design cues from the A60 Carina. In December 1986 the car underwent a light facelift, and the diesel option was upgraded to the 2-litre 2C version (CT141).

The car was not generally sold for private use. After November 1991, the diesel option was no longer available for the Japanese market but was still available for export (e.g. Macau). Production only came to an end in April 1998, generally being replaced by the S150-series Crown (later renamed Comfort). This marked the end of the Corona taxi line. Most 140/141-series Corona taxis have been long replaced with newer vehicles; it did remain in common use for a long time in both Macau and Pakistan.

Front-wheel-drive model (T150; 1983)

The T150 Corona was known as the Corona FF, selling alongside the more traditional and recently facelifted rear-wheel-drive Corona (T140-series). Essentially a shortened version of the Camry, this was part of Toyota's very cautious approach to introducing front-wheel-drive vehicles. Toyota returned to a platform naming tradition, assigned to different body styles this generation was made available, abandoned in 1978. The Corona FF as introduced in January 1983 was only available with a five-door liftback body style, and only with the carburetted 100 PS 1.8-litre 1S-LU inline-four. In October 1983 a more traditional four-door sedan was added, and the T150 gradually became the main part of the Corona lineup as the T140-series shrank in importance.

In 1983, the T150 Corona became the first Japanese made car with digital colour liquid crystal gauges.

Along with the new bodystyle, more engines were also added: a smaller 1.5-litre 3A-LU at the bottom, while the 1.8 was now available with fuel injection (1S-ELU) and 115 PS. There was also a two-litre diesel (2C-L) and the carburetted 1.8 was replaced by the central point injected 1S-iLU, with an extra five horsepower. In 1984, this chassis was also used as the basis for a new, front-wheel-drive version of the Carina sedan.

In August 1985 the Corona underwent a small change, largely consisting of new, bigger taillights. Also new was the related Celica and Carina range. With a more sporting chassis and five-lug wheels (rather than four), this received the new T160 chassis code. This chassis, as well as the twin-cam two-litre 3S-GELU engine with 160 PS (JIS) at 6400 rpm was used for the new Corona 2.0 GT and GT-R versions. A sporting 1.8 SX-R version (1S-ELU) of the 160-series sedan was also added in late 1985.

 * Export markets

The Corona hatchback was eventually dropped in Australia in 1983 in favour of the larger Camry and the previous-generation saloon and estate were dropped in 1987 to be replaced by the Toyota Camry (V20), but in New Zealand, Toyota continued to offer the Corona, assembled locally at Toyota's plant in Thames, New Zealand. Initially, the T150 Corona was launched in New Zealand in 1983 as a hatchback only, to complement the previous generation T140 Corona saloon and estate which continued to be sold in the New Zealand market as in Australia. However, the T140 saloon was dropped in 1985 and the T150 Corona saloon was then launched to replace it. With suspension fettled by racer Chris Amon, the New Zealand Coronas had carburetted 1.8s or a fuel-injected 2-litre engine. Later, Toyota New Zealand followed Australia's lead and eventually dropped the Corona in 1996, instead marketing the Australian-built Camry as its offering in the mid-size segment of the market.

Export-market Coronas were generally fitted with the 1.6-litre 4A engine, but in many markets (New Zealand, Southeast Asia, Latin America) the T150 Corona was also available with 2.0-litre engines. In Southeast Asia, the 1.6 EX-Saloon with no emissions gear (4A-L) produces 79 PS at 5600 rpm. In Indonesia, the original T150 was sold as the Corona GL and after the 1985 facelift it became the Corona EX-Saloon (AT151).

Toyota's large family car lineup in Europe was quite confusing when looking over the past 25 years. The 1970 through 1983 Carina sister models had been sold in most of Europe, but in 1984 they were replaced with the "Carina II" – which was really the 1983 model Corona as sold in Japan with alterations to the headlights, grille and trim (the Carina in Japan at that time was a similar but boxier vehicle).

Corona Coupé (T160; 1985)
When the Celica was realigned from its former Toyota "A-series" RWD platform to share the Corona "T-series" FWD platform, the Celica notchback was rebranded as the Corona Coupé in Japan, which was identical to the internationally available Celica version with the only difference being the removal of the retractable headlights in favor of conventional fixed items. This replaced the rear-wheel-drive T140 Corona Coupé, leaving only a few vans and sedans in the RWD Corona lineup. The T160-series cars have a slightly longer wheelbase and a wider track (front and rear) than the Celica version available elsewhere. The Corona Coupé remained exclusive to Toyopet Store Japanese dealerships along with the larger, all new Toyota Soarer, while the Celica liftback and convertible remained at Toyota Corolla Store locations. The Corona Coupé was manufactured from 1985 until 1989 when it was replaced by the Toyota Corona EXiV four-door hardtop coupe. In 1994, the two-door coupe was renamed as the Toyota Curren and sold at Toyota Vista Store locations. The Toyota Soarer was available with the Corona Coupé at Toyopet Store locations, but the Soarer was more popular, and the Corona Coupé was no longer offered.

The Corona Coupé came with three engines; the SOHC 1.8-litre 1S-iLU and two twin-cams, the 1.6-litre 4A-GELU or the 2-litre 3S-GELU. Chassis codes are ST160, AT160, and ST162. In May 1988, the 1.8-litre engine was replaced by the twin-cam 4S-FiLU.

Eighth generation (T170; 1987)
The Corona and the Toyota Carina continued to increase in size, introduced in December 1987. Because of Japanese taxation laws, both models got to the maximum 1700 mm permitted for a lower tax bracket, and in the 1980s and early 1990s, the cars were the same size. The previous generation ST160 Corona Coupé was not renewed with this generation. It did not receive a direct replacement until 1993, when it was renamed as the Toyota Curren.

For this generation, the all-new Corona EXiV four-door hardtop was offered, as only two-door hardtops were previously available. This was the last generation to offer the Corona GT to Japanese buyers, equipped with Toyota's active suspension technology called TEMS included with their "PEGASUS"-branded four-wheel independent suspension and "LASRE"-branded multi-port fuel injection technology on the 3S-GELU engine.

The five-door Corona liftback was sold as the "Corona SF" in Japan, in a much smaller lineup than the four-door sedan. The five-door model proved much more popular in Europe, where, confusingly, it was marketed as the Carina II. The sedan and a wagon were also part of the Carina II lineup, which was a rebadged Corona rather than the T170 Carina sold in Japan. The lightly restyled Carina T170 series derivative was launched in Japan simultaneously with the Corona. In August 1988 a four-wheel-drive Corona was added using All-Trac, powered by the fuel injected, 1.6-litre 4A-FE engine.

In November 1989 the Corona underwent a minor facelift, including a redesigned front grille with densely packed vertical bars rather than the earlier four horizontal ones. The front of the Van remained unchanged. Meanwhile, the taillights and rear fascia were given a horizontal theme and the rear number plate was moved to the bottom of the bumper. The 1.5 and 1.8-litre engines were upgraded to EFI in the 4S-FE and 5A-FE types. Power of the 2.0 GT increased to 165 PS, requiring unleaded premium gasoline. The Select Saloon, previously a special edition, became a regular catalog model in place of the MX version.

A limited production Corona was sold only in Japan in May 1990, to celebrate 10 million Corona's having been sold, called the Corona Super Roomy. It added 210 mm to the wheelbase, and was limited to 500 units.

Corona EXiV (T180)

The T180 series Corona was introduced as the Toyota Corona EXiV which was shared with a Carina twin, called the Toyota Carina ED. According to Toyota, the letters EXiV derived from the words EXtra impressiVe. The Corona EXiV followed from the successes of the Corona Coupé, by introducing a sleek appearance of a low-slung coupé, while adding two more doors, in the tradition of a four-door coupé. Built on the same version of the Corona chassis as that used for the Celica, this was a continuation of the sporting T160 series Corona although it now received its own bodywork.

Ninth generation (T190; 1992)
Introduced in March 1992, the new Corona made its European debut at Geneva Motor Show. In Europe, the Corona was known as the Toyota Carina E and it replaced the Carina II (T170). The Carina E was built at Toyota's new factory at Burnaston, near Derby, England, United Kingdom, but the early cars and all GT-i models were built in Tsutsumi, Japan. The cars were imported in Europe from the third quarter of 1992 until the opening of the Burnaston factory in December that year.

For the Japanese domestic market, the Corona's platform twin the Carina received different bodywork.

This generation of Corona received a redesign to be larger, heavier, and have the completely rounded, aerodynamic shape of the 1990s. The exterior dimensions and engine sizes remained in compliance with Japanese size regulations so as to continue to offer a product for Japanese buyers wanting to reduce their annual tax liability.

The five-door model was called the Corona SF in Japan, while the station wagon had become a separate line there, from 1993, called the Toyota Caldina.

The T190 is the last Corona for most export markets. It was marketed as Corona "Absolute" in Indonesia, or Corona Exsior in the Philippines, Taiwan and Thailand.

In mainland Europe, the Carina E was offered in XL and GL trim levels, but in the UK they were marketed as Xi (1.6-litre), XLi (1.6, 1.8-litre), SLi (1.8-litre), GLi (1.6, 1.8, 2.0-litre), GTi (2.0-litre, no estate) and Executive (2.0-litre, no estate) between 1992 and 1996. Diesels were available as the 2.0-litre XLD and GLD trims. From 1996, the S (1.6-litre, hatchback only), GS (1.6, 1.8-litre), CD (1.6, 1.8, 2.0-litre), and CDX (1.8, 2.0-litre) trims replaced the previous trim level scheme. Diesels were now the 2.0-litre GS and GL trims. The high performance GT-i with 3S-GE engine was offered in small numbers in certain European countries. All versions (apart from GTi/Executive) were available as a four-door saloon, five-door hatchback or five-door estate car. Badged as a Carina, this was the 1993 Semperit Irish Car of the Year.

It was also sold in New Zealand, but not in Australia. The exteriors were the same as the European Carina E. The station wagon variant was a badge-engineered Toyota Caldina and also similar to Carina E. The sedans and liftbacks were assembled in Thames, New Zealand, while the wagon was imported fully built up from Japan. The locally assembled cars also received special spring and damper combinations (again developed by racer Chris Amon) as well as some other changes.

In the Philippines, the Corona was only available with the 2.0-litre 3S-FE engine throughout its production from 1993 to 1998. Early examples of the Corona T190 (ST191) looks similar to the 1992 Japanese spec model. It only has the 2.0 EX Saloon variant, with a choice of a 5-speed manual or a 4-speed automatic transmission. The 1995 model has the facelifted exterior, having the front and rear bumpers with the black trim, and the standard three-piece rear spoiler. The Exsior was introduced in 1996, this time with extended bumpers and red/amber tail lights and garnish. Another variant of the Corona Exsior was the LE, which had genuine leather seats, faux dash wood panel, and electronic air purifier/ionizer as standard equipment.

Production in Japan ended in 1995, but in Europe it lasted until the end of 1997, when it was replaced by the Avensis, which was also built at Burnaston. It lasted until in 1998 for Southeast Asian market and then replaced with the Toyota Camry (XV20).

Gallery

 * Corona

Corona EXiV (T200)
The T200 series Corona was sold as the continuation of the Toyota Corona EXiV hardtop sedan, while the Corona Coupé's successor was relocated to Toyota Vista Store locations and reintroduced as the Toyota Curren. The EXiV was available with three different engines, all multiple-point fuel injected 16-valve twin cam inline-fours: the 1838 cc 4S-FE and the 1998 cc 3S-FE or 3S-GE. Power outputs are 125 PS, 140 PS, and 180 PS respectively. The 3S-GE benefitted from a higher state of tuning, a forged crankshaft, and a variable-length intake manifold system (called ACIS by Toyota). The 3S-engined cars carry the ST202 chassis code, while the 1.8-litre, 4S-engined ones are called ST200.

Caldina (1992)

The first Toyota Caldina was the five-door wagon or commercial van version of the four-door sedan Toyota Corona in Japan. The wagon has independent strut rear suspension while the commercial wagon has semi-independent leaf springs. The wagon/van was given its own identity, whereas previous station wagon versions were named Corona. The Caldina was introduced as a successor to the Corona and Carina wagons, and was sold at Toyota Japanese dealerships Toyota Store and Toyopet Store locations. The Caldina was introduced after the Subaru Legacy wagon and the Nissan Avenir wagon.

For the European market, the Caldina was sold as the Carina E wagon. In New Zealand, it was sold as the Corona wagon.

Corona Premio (T210; 1996)
A final, tenth generation was built between January 1996 and December 2001 for the Japanese market, with one particular model called the Toyota Corona Premio that was spun off into an independent model called the Premio (coded ST210), with the Allion following after the Carina after 2001. The Corona Premio was offered as Base Premio, Premio E, and Premio G. Four-cylinder engine choices are 1.6-litre 4A-FE, 1.8-litre lean burn 7A-FE, and 2.0-litre 3S-FE. Diesel engines offered were 2.0-litre 2C-T and later on replaced by more economical 2.2-litre 3C-T. This is the last model using Corona name in Japan. The automatic model of the Corona Premio came with three selectable driving modes for its electronically controlled transmission: Normal, ECT PWR (power mode), and ECT MANU (manual mode).

Caldina (1997)

Sharing a platform with the T210 series Toyota Corona and Toyota Carina, the Caldina is the Japanese version of the Toyota Avensis, which replaced the Carina E in Europe.

The 4WD models are coded ST215, and are offered as Active Sports GT with the 3S-GE engine. The top-of-the-line GT-T came with the turbocharged 260 PS 4th generation 3S-GTE engine, and included an all-wheel-drive system similar to the Toyota Celica GT-Four. The GT-T also came with optional electronic stability control (VSC) (standard on Active Sports versions). The Aerial version features a large sunroof and contoured roof racks as standard. Weighing 1470 kg, the Caldina GT-T offers similar performance to a Subaru WRX wagon achieving 0–100 km/h in 7 seconds. A refresh was given in 2000 with new bumpers and lamps a refreshed interior and extra lug added to the turbo manifold to stop the warping issue common on earlier GT-T models.

Engines for lesser models are the 1.8 L 7A-FE, the 2.0 L gasoline 3S-FE, and the 2.2 L diesel 3C-TE.

South America (T220; 1997)

For the subsequent model series, the T220, the Corona name was dropped in Japan and most other markets. It was built as sedan, liftback and wagon. Only the wagon was sold in Japan as the Caldina, built on the T210 platform. The sedan and liftback were mainly sold in Europe as Avensis, while the lower grade model sepcifically for taxi use was called Corona. Four-cylinder engines for the Avensis are 1.6, 1.8, 2.0 gasoline, and diesel/turbodiesel. The Corona Taxi was only available with the diesel engines. In South America, the Avensis was sold as the Corona Avensis, powered by 2.0-litre 3S-FE engine. This was the last Corona although the T-series platform was continued with the new T240, used for the third generation Caldina and the new Allion and Premio models.

title: Toyota Corona


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List of administrative heads of Jervis Bay

List of Administrative Heads of Jervis Bay, Australia


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Swanscombe

Swanscombe /ˈswɒnzkəm/ is a village in the Borough of Dartford in Kent, England, and the civil parish of Swanscombe and Greenhithe. It is 4.4 miles west of Gravesend and 4.8 miles east of Dartford.

Prehistory
Bone fragments and tools, representing the earliest humans known to have lived in England, have been found from 1935 onwards at the Barnfield Pit about 2 km outside the village. This site is now the Swanscombe Heritage Park. Swanscombe Man (now thought to be female) was a late Homo erectus or an early archaic Homo sapiens. According to the Natural History Museum, however, the remains are those of a 400,000-year-old early Neanderthal woman.

The c. 400,000-year-old skull fragments are kept at the Natural History Museum in London with a replica on display at the Dartford Museum. Lower levels of the Barnfield Pit yielded evidence of an even earlier, more primitive, human, dubbed Clactonian Man.

Nearby digs on land for the Channel Tunnel Rail Link revealed a c. 400,000-year-old site with human tools and the remains of a straight-tusked elephant (Palaeoloxodon antiquus), and evidence of water vole, pine vole, newts, frogs etc., indicating a site with standing water similar to a swamp. The elephant is thought to have been butchered by humans at the site.

Viking era
During archaeological work undertaken at Ebbsfleet, before construction of High Speed 1, an Anglo-Saxon mill and a Roman villa were found near Swanscombe.

From Crayford to the Isle of Thanet the Danes occupied the land and terrorised the Saxon inhabitants, giving rise to the appearance of Deneholes, of which many have survived to this day. These were wells, cut deep into the chalk landscape, thought to be for concealing people and goods. They have a simple vertical shaft with short tunnels bearing horizontally from the base.

The Vikings settled throughout the winter along the Thames estuary with their ships and established camps in Kent and Essex. In surveying the distribution of the many deneholes along the Thames corridor it would appear that Essex, on the northern shore of the Thames, sustained a greater influx of Vikings than did Kent, there being considerably more recorded deneholes in Essex, particularly around Orsett and Grays – see Hangman's Wood.

Archaeological digs and centuries of tilling have revealed a Danish castle and settlement, with pottery, anchors, weapons and some ships' timbers. The settlement was later variously called Suinescamp (in the Domesday Book of 1086), Sweinscamp and Swanscamp. Legend derives the name from the Viking king Sweyn Forkbeard, who landed in East Anglia and became King of England in 1013. The father of Canute, Sweyn died at Gainsborough, on the Trent, in 1014. Canute (Cnut) died in Shaftesbury in 1035, and his sons were unable to hold on to his empire. But the name of Swanscombe cannot derive from Sweyn Forkbeard, as the place-name is first attested in 695 AD.

Other research suggests that deneholes might have been dug as a method of extracting chalk for use on the fields above, or the mining may have been a by-product of defence. In any case the practice reached a peak around the 13th – 14th centuries, long after the Viking raids had ceased.

Norman Conquest
It is claimed, apparently without evidence, that in 1066 Swanscombe locals massed an army in defiance of William I and so won the right to continue their ancient privileges, including the tradition of passing inheritance by gavelkind. The men of Kent met William near Swanscombe, where the Saxons concealed their number with branches, thus intimidating the Norman army. Again according to legend, they were offered a truce that left Kent as the only region in England that William left unconquered. Hence in this area of England alone, Kent County Council adopted the motto Invicta, meaning unconquered.

Churches
Richard Norman Shaw designed All Saints' Church in 1894, built out of knapped flint for the workers of the cement industry. It survives as a rare example of his design, covering several Gothic Revival styles throughout its architecture and features, such as Decorated tracery on the windows and Arts and Crafts Perpendicular woodwork in the interior.

The flint parish church of St Peter and St Paul is mostly of the 13th century. However various sections contain Early Norman material. The tower and chancel contain 11th- and 12th-century work respectively, although the tower was reconstructed in the 13th century and the chancel arch is from the 14th century. The lower section of the tower contains some Saxon material. The tower is topped with a broached shingled spire, and in 1902 the church was struck by lightning causing extensive damage. A large-scale restoration was undertaken by Jabez Bignall in 1872–73 and again by him after the damage from the lightning strike. The parish register dates from 1559. George Cecil Renouard is buried in the Swanscombe churchyard.

Second World War
Just after 8 o'clock in the evening of Sunday 10 November 1940 a German bomb crashed down direct into The Morning Star Inn, causing in a single explosion Swanscombe's worst wartime disaster. All that was left after the explosion was, where the pub had stood, a "heap of bricks and twisted rafters"¹ surrounding the smouldering pit that had been the cellar, although the staircase leading to the clubroom upstairs extended up out of the wreckage. Distressed families of those known to be in the pub at the time gathered at the street corners awaiting news of the casualties as bodies were gradually recovered from the ruins.

The official casualty lists revealed the death toll to be 27, with six others seriously injured and five people slightly hurt.

 * "The landlord was amongst the dead, although his wife and son survived. The barmaid who was killed had given notice the week before the raid but had stayed on that evening because of the match. One of the other victims was a merchant seaman on seven days' leave who had spent two days travelling from Scotland to see his wife and children and was having a drink with his father in the pub at the time of the bombing: both were killed."

On 30 July 1940 another Luftwaffe raid led to the death of more than a dozen civilians, with 22 seriously injured. Its proximity to London and position under the German flight path to the city meant that Swanscombe fell victim to this kind of damage several times during the war.

On 30 July 1944 a V1 rocket landed on Taunton Road. Half of one side of the road was wiped out. 13 were killed and 22 seriously injured.

Cliff Collapse
On 10 April 2023, Galley Hill, Swanscombe, was closed because part of the chalk cliff supporting the A226 collapsed on Easter Monday, taking some of the road with it, near the old George & Dragon pub. Buses have been on diversion to Stanhope Road, the A2, Ebbsfleet International and Thames Way.

Governance
Swanscombe was originally part of Axstane Hundred and in 1836 also became part of Dartford Poor Law Union. When Dartford Rural District was created in 1894 Swanscombe parish became a member, as did most of the parishes of Axstane, but in 1926 it separated to form its own urban district. However under Local Government Act 1972 Swanscombe was joined to Dartford District in 1974. Although it lost its Urban District Council the area continued as a Civil Parish, now under the aegis of Dartford Borough Council, and in 1981 Swanscombe Parish Council was upgraded to Swanscombe and Greenhithe Town Council, thus electing its own mayor for the first time. The name recognises the importance of the settlement of Greenhithe within the parish.

Cement industry
The southeast of England has abundant resources of clay and chalk. The first mining activity known in the area was for flint, a rock commonly found across the North and South Downs and in the Weald. This was used for tools.

Swanscombe was important in the early history of cement. The first cement manufacturing works near Swanscombe were opened at Northfleet by James Parker, around 1792, making "Roman cement" from cement stone brought from the Isle of Sheppey. James Frost opened a works at Swanscombe in 1825, using chalk from Galley Hill, having patented a new cement called British Cement. The Swanscombe plant was subsequently acquired by John Bazley White & Co, which became the largest component of Blue Circle Industries when it formed in 1900. It finally shut down in 1990. Between 1840 and 1930 it was the largest cement plant in Britain. By 1882 several cement manufacturers were operating across the north Kent region, but the resulting dust pollution drove the people of Swanscombe to take legal action against the local cement works. Despite various technological innovations, the problem persisted into the 1950s, with telegraph lines over an inch thick in white dust. Modern cement kilns in Kent using chimneys 170 m (550 feet) in height are now said to be the cleanest in the world. However, the neighbouring Medway towns are reported to be the most polluted inhabited area in the UK, and the cement industry contributes to acid rain in Scandinavia.

Blue Circle
The Associated Portland Cement Manufacturers (APCM), later known as Blue Circle Industries, came to the area in 1900 and by 1920 owned four local factories located at Swanscombe, Northfleet, Greenhithe and Stone.

By 1970 the North Kent cement industry had evolved to become the largest centre for the production of cement in Europe, supporting a long tradition of research and development to perfect the processes used in the manufacture of chalk-based products. Since then the industry has declined considerably due to the potential for more economic manufacture elsewhere, and by 2007 only two operational kilns remained, both at Northfleet. all have been removed.

Developments
One of the large quarries created as a legacy of the cement industry, between Watling Street and the village of Stone, is the site of the Bluewater (shopping centre), one of the largest such centres in Europe.

An adjacent quarry is to be given up for housing – more than 6,000 houses will be built there. The development by Land Securities, known as 'Eastern Quarry', will consist of three primary schools, a secondary school, a health and social care centre and more than 20 acres of new parkland, lakes and woodland.

Palaeoloxodon antiquus
The skeleton of an ancient species of elephant has been preserved in the sediment near what was once the edge of a quite small lake revealed by excavations in advance of the Channel Tunnel Rail Link. The skeleton was surrounded by flint tools suggesting it was butchered for its meat by early humans of that era. Only a few elephant skeletons have been found in Britain. The Swanscombe example was discovered in 2004 by Palaeolithic archaeologist Francis Wenban-Smith and was identified by the Natural History Museum as the straight-tusked Palaeoloxodon antiquus, which became extinct more than 100,000 years ago.

Cricket club
There is one cricket club with its home in Swanscombe, Swanscombe and Greenhithe 1880 CC. Its home ground is at Broomfield Park. The club dates back to 1880.

Demography
At the 2001 UK census the Swanscombe electoral ward had a population of 6,418.

The ethnicity was 96.6% white, 1.1% mixed race, 1.2% Asian, 0.8% black and 0.3% other. The place of birth of residents was 96.6% United Kingdom, 0.5% Republic of Ireland, 0.5% other Western European countries and 2.4% elsewhere. Religion was recorded as 72.7% Christian, 0.3% Buddhist, 0.3% Hindu, 0.3% Sikh and 0.2% Muslim. 17.3% were recorded as having no religion, 0.2% had an alternative religion and 8.7% did not state their religion.

The economic activity of residents aged 16–74 was 46% in full-time employment, 11.9% in part-time employment, 6.5% self-employed, 3.8% unemployed, 1.4% students with jobs, 2.5% students without jobs, 11.1% retired, 8.7% looking after home or family, 5% permanently sick or disabled and 3.2% economically inactive for other reasons. Of the ward's residents aged 16–74, 7.7% had a higher education qualification or the equivalent, compared with 20% nationwide. The sector of employment of residents was 21.6% retail, 9.3% health and social work, 15.7% manufacturing, 10.5% construction, 10.4% real estate, 4.7% education, 8.6% transport and communications, 4.7% public administration, 3.7% hotels and restaurants, 4.4% finance, 0.7% agriculture and 5.7% other.

Rail
Swanscombe railway station connects the village with National Rail services to Luton via Woolwich Arsenal and London St Pancras and London Charing Cross via Sidcup, Gravesend and Rainham.

Buses
Swanscombe is served by Arriva Kent Thameside routes B, 306, 470, 480, 483, and ArrivaClick, which connect it with Bluewater, Dartford, Ebbsfleet, Gravesend, Greenhithe and Northfleet.

title: Swanscombe


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Talk:Binary square and multiply

This is another term for the process described in exponentiation by squaring. -- Vesta 08:54, 16 Aug 2004 (UTC)

title: Talk:Binary square and multiply


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Category:Elections in the Republic of Ireland

Elections in Ireland (Irish Free State / Ireland (Éire) / Republic of Ireland) from 1922 to present are in this category.


text: User:Jonon

title: User:Jonon


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List of administrative heads of Norfolk Island

The administrator of Norfolk Island acts as a representative both of The Crown and of the Government of Australia, as well as carrying out other duties according to the Norfolk Island Amendment Act 2015. Since its construction in 1829, Government House located in KAVHA, Kingston has been the residence of the governors, commandants, and administrators of Norfolk Island.


text: Category:Elections in Malta

title: Category:Elections in Malta


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User:Felton

This is my Wiki page.

My user page on Wikipedia Japan

title: User:Felton


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Theatrical style

There are four basic theatrical genres either defined, implied, or derived by or from Aristotle: Tragedy, Comedy, Melodrama, and Drama. Any number of theatrical styles can be used to convey these forms.

A good working definition of "Style" is how something is done. Theatrical styles are influenced by their time and place, artistic and other social structures, and the individual styles of the particular artists. As theater is a mongrel art form, a production may or may not have stylistic integrity with regard to script, acting, direction, design, music, and venue.

Styles
There are a variety of theatrical styles used in theater/drama. These include

Naturalism: Portraying life on stage with close attention to detail, based on observation of real life. Cause and effect are central to the script's structure, with the subjects focused on conflicts of nature vs. nurture, the natural order of things, survival, or notions of evolution. The production style is one of everyday reality.

Realism: Portraying characters on stage that are close to real life, with realistic settings and staging. Realism is an effort to satisfy all the theatrical conventions necessary to the production, but to do so in a way that seems to be "normal" life.

Surrealism: A movement in various areas of art, including painting, sculpture, and theater. The aim of surrealist theater is to overcome and eradicate the old, tired traditions of theater that placed restrictions on the imagination.

Expressionism: Anti-realistic in seeing appearance as distorted and the truth lies within man. The outward appearance on stage can be distorted and unrealistic to portray an external truth or internal emotional conflict.

Absurdity and Surrealism: Presents a perspective that all human attempts at significance are illogical. Ultimate truth is chaos with little certainty. There is no necessity that needs to drive us.

Epic Theatre: As devised by Bertolt Brecht, epic theatre forces audience members to constantly return to rational observation, rather than emotional immersion. Sudden bursts of song, elements of absurdity, and breaches of the fourth wall are all prime examples of how this rational observation is constantly revitalized; this idea is known as Verfremdungseffekt.

Melodrama: As devised by early Greek dramatists, these styles rely on stock characters and stereotypes to portray stories in an exaggerated way, either tragic or comic. Links to commedia dell'arte.

Theater of Cruelty: As developed by Antonin Artaud, a style that encourages the shock and horror of the audience, through the excessive use of light and sound, instead of active entertainment or emotional relaxation.

Physical theater: A modernist approach to theater which centralizes a performer's movement as the key communicator of a play's storytelling.

Poor theatre: Developed by Jerzy Growotski, this genre believes in the stripping back of set, props, costume, light, and sound to allow the focus to be placed solely upon the actors, their characterization, and the underlying human relationships.

Immersive theater: Developed by Augusto Boal, these styles all place focus on the audience member's individuality: their personal decisions, opinions, and emotions, and how these impacts those of the characters onstage. The audience firmly exists within the "world of the play". Links to Promenade and Forum theatre.

title: Theatrical style


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Tuner (radio)

A tuner is a subsystem that receives radio frequency (RF) transmissions, such as FM broadcasting, and converts the selected carrier frequency and its associated bandwidth into a fixed frequency that is suitable for further processing, usually because a lower frequency is used on the output. Broadcast FM/AM transmissions usually feed this intermediate frequency (IF) directly into a demodulator that converts the radio signal into audio-frequency signals that can be fed into an amplifier to drive a loudspeaker.

More complex transmissions like PAL/NTSC (TV), DAB (digital radio), DVB-T/DVB-S/DVB-C (digital TV) etc. use a wider frequency bandwidth, often with several subcarriers. These are transmitted inside the receiver as an intermediate frequency (IF). Subcarriers are then processed like real radio transmissions, but the whole bandwidth is sampled with an analog-to-digital converter (A/D) at a rate faster than the Nyquist rate (that is, at least twice the IF frequency).

A tuner can also refer to a radio receiver or standalone audio component that is part of an audio system such as a hi-fi or stereo, to be connected to a separate amplifier. The verb tuning in radio contexts means adjusting the receiver to detect the desired radio signal carrier frequency that a particular radio station uses.

Design

The simplest tuner consists of an inductor and capacitor connected in parallel, where the capacitor or inductor is made to be variable. This creates a resonant circuit which responds to an alternating current at one frequency. Combined with a detector, also known as a demodulator (diode D1 in the circuit), it becomes the simplest radio receiver, often called a crystal set.

Older models would realize manual tuning by means of mechanically operated ganged variable capacitors. Often several sections would be provided on a tuning capacitor, to tune several stages of the receiver in tandem, or to allow switching between different frequency bands. A later method used a potentiometer supplying a variable voltage to varactor diodes in the local oscillator and tank circuits of front end tuner, for electronic tuning.

Modern radio tuners use a superheterodyne receiver with tuning selected by adjustment of the frequency of a local oscillator. This system shifts the radio frequency of interest to a fixed frequency so that it can be tuned with fixed-frequency band-pass filter. Still later, phase locked loop methods were used, with microprocessor control.

In a self-contained radio receiver for audio, the signal from the detector after the tuner is run through a volume control and to an amplifier stage. The amplifier feeds either an internal speaker or headphones. In a tuner component of an audio system (for example, a home high-fidelity system or a public address system in a building), the output of the detector is connected to a separate external system of amplifiers and speakers.

The broadcast audio FM band (88 - 108 MHz in most countries) is around 100 times higher in frequency than the AM band and provides enough space for a bandwidth of 50 kHz. This bandwidth is sufficient to transmit both stereo channels with almost the full hearing range. Sometimes, additional subcarriers are used for unrelated audio or data transmissions. The left and right audio signals must be combined into a single signal which is applied to the modulation input of the transmitter; this is done by the addition of an inaudible subcarrier signal to the FM broadcast signal. FM stereo allows left and right channels to be transmitted. The availability of FM stereo, a quieter VHF broadcast band, and better fidelity led to the specialization of FM broadcasting in music, tending to leave AM broadcasting with spoken-word material.

AM/FM tuners

Standalone audio stereo FM tuners are sought after for audiophile and TV/FM DX applications, especially those produced in the 1970s and early 1980s, when performance and manufacturing standards were among the highest. In many instances the tuner may be modified to improve performance. Electronics specialists and hobbyists buy, collect and restore vintage FM or AM/FM audio tuners on the secondary market. The restoration usually begins with replacing the electrolytic capacitors that may age over time. The tuner is outfitted with improved tolerance and better sounding upgraded parts. Prices have increased relative to the increasing demand for the older audio tuners. Those with the most value are the best sounding, most rare (collectible), the best DX capable (distance reception) and the known build quality of the component, as it left the factory.

Most of the early tuner models were designed and manufactured to receive only the AM broadcast band. As FM became more popular, the limitations of AM became more apparent, and FM became the primary listening focus, especially for stereo and music broadcasting.

The McIntosh MR78 is known as one of the first FM tuners precise enough to tune into a weaker station broadcast on the same frequency as another stronger signal.

In Europe, where a second AM broadcast band is used for longwave broadcasting, tuners may be fitted with both the standard medium wave and the additional longwave band. However, radios with only medium wave are also common, especially in countries where there are no longwave broadcasters. Rarely, radios are sold with only FM and longwave, but no medium wave band. Some tuners may also be equipped with one or more short wave bands.

Television
A television tuner converts a radio frequency analog television or digital television transmission into audio and video signals which can be further processed to produce sound and a picture. Different tuners are used for different television standards such as PAL, NTSC, SECAM, ATSC, DVB-C, DVB-T, DVB-T2, ISDB, DTMB, T-DMB, open cable. An example frequency range is 48.25 MHz - 855.25 MHz (E2-E69), with a tuning frequency step size of 31.25, 50 or 62.5 kHz. Modern solid-state internal TV-tuner modules typically weigh around 45 g.

Before the use of solid-state frequency synthesizers, covering the broad range of TV signal frequencies with a single tuned circuit and sufficient precision was uneconomic. Television channel frequencies were non-contiguous, with many non-broadcast services interleaved between VHF channels 6 and 7 in North America, for example. Instead, TV tuners of the era incorporated multiple sets of tuned circuits for the main signal path and local oscillator circuit. These "turret" tuners mechanically switched the receiving circuits by rotating a knob to select the desired channel. Channels were presented in fixed sequence, with no means to skip channels unused in a particular area. When UHF TV broadcasting was made available, often two complete separate tuner stages were used, with separate tuning knobs for selection of VHF band and UHF band channels. To allow for a small amount of drift or misalignment of the tuner with the actual transmitted frequency, tuners of that era included a "fine tuning" knob to allow minor adjustment for best reception. The combination of high frequencies, multiple electrical contacts, and frequent changing of channels in the tuner made it a high maintenance part of the television receiver, as relatively small electrical or mechanical problems with the tuner would make the set unusable.

Analog tuners can tune only analog signals. An ATSC tuner is a digital tuner that tunes digital signals only. Some digital tuners provide an analog bypass.

VHF/UHF TV tuners are rarely found as a separate component, but are incorporated into television sets. Cable boxes, converter boxes and other set top boxes contain tuners for digital TV services, and send their output via SCART or other connector, or using an RF modulator (typically on channel 36 in Europe and channel 3/4 in North America) to TV receivers that do not natively support the services. They provide outputs via composite, S-video, or component video. Many can be used with video monitors that do not have a TV tuner or direct video input. They are often part of a VCR or digital video recorder (DVR, PVR). Many home computers in the 1970s and 1980s used an RF modulator to connect to a TV set.

Personal computers may be fitted with expansion cards (typically with PCI or USB interface) providing a TV tuner and digital signal processor (DSP). They may be dedicated TV tuner cards, or incorporated into a video card. These cards allow a computer to display and capture television programs. Many earlier models were stand-alone tuners, designed only to deliver TV pictures through a VGA connector; this allowed viewing television on a computer display, but did not support recording television programs.

Smartphone and tablets can use a Micro USB DVB-T receiver to watch DVB-T TV.

Electronic tuner
An electronic tuner is a device which tunes across a part of the radio frequency spectrum by the application of a voltage or appropriate digital code words. This type of tuner supersedes mechanical tuners, which were tuned by manual adjustment of capacitance or inductance in the tuned circuits. In a more practical and everyday sense, a radio or television set which is tuned by manually turning a knob or dial contains a manual tuner into which the shaft of that knob or dial extends.

Early model televisions and radios were tuned by a rack of buttons; some of the earlier types were purely mechanical and adjusted the capacitance or inductance of the tuned circuit to a preset number of positions corresponding to the frequencies of popular local stations. Later electronic types used the varactor diode as a voltage controlled capacitance in the tuned circuit, to receive a number of preset voltages from the rack of buttons tuning the device instantly to local stations. The mechanical button rack was popular in car radios of the 1960s and 1970s. The electronic button rack controlling the new electronic varactor tuner was popular in television sets of the 1970s and 1980s.

Modern electronic tuners also use varactor diodes as the actual tuning elements, but the voltages which change their capacitance are obtained from a digital-to-analog converter (DAC) driven by a microprocessor or phase locked loop (PLL) arrangement. This modern form allows for very precise tuning and locking-in on weak signals, as well as a numerical display of the tuned frequency.

title: Tuner (radio)


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H-IIA

H-IIA (H-2A) is an active expendable launch system operated by Mitsubishi Heavy Industries (MHI) for the Japan Aerospace Exploration Agency. These liquid fuel rockets have been used to launch satellites into geostationary orbit; lunar orbiting spacecraft; Akatsuki, which studied the planet Venus; and the Emirates Mars Mission, which was launched to Mars in July 2020. Launches occur at the Tanegashima Space Center. The H-IIA first flew in 2001. , H-IIA rockets were launched 48 times, including 42 consecutive missions without a failure, dating back to 29 November 2003.

Production and management of the H-IIA shifted from JAXA to MHI on 1 April 2007. Flight 13, which launched the lunar orbiter SELENE, was the first H-IIA launched after this privatization.

The H-IIA is a derivative of the earlier H-II rocket, substantially redesigned to improve reliability and minimize costs. There have been four variants, with two in active service (as of 2020) for various purposes. A derivative design, the H-IIB, was developed in the 2000s and made its maiden flight in 2009.

Vehicle description
The launch capability of an H-IIA launch vehicle can be enhanced by adding SRB-A solid rocket booster (SRB) and Castor 4AXL solid strap-on booster (SSB) to its basic configuration. The models are indicated by three or four numbers following the prefix "H2A": The first two figures are virtually fixed at "20", as H-IIA is always two-staged, and the plans for LRBs were cancelled and superseded by the H-IIB.
 * The first number in the sequence indicates the number of stages
 * The second, the number of liquid rocket boosters (LRBs)
 * The third, the number of SRBs
 * An optional fourth number shows the number of SSBs.

Variants
{{legend|#bbffbb|Active}} {{legend|#f9f9f9|Discontinued}}{{legend|#e0e0e0|Cancelled}}
 * Launch system status:

Launch history
The first H-IIA was successfully launched on 29 August 2001, followed by a string of successes.

The sixth launch on 29 November 2003, intended to launch two IGS reconnaissance satellites, failed. JAXA announced that launches would resume in 2005, and the first successful flight took place on 26 February 2005 with the launch of MTSAT-1R.

The first launch for a mission beyond Earth orbit was on 14 September 2007 for the SELENE Moon mission. The first foreign payload on the H-IIA was the Australian FedSat-1 in 2002. As of March 2015, 27 out of 28 launches were successful.

A rocket with increased launch capabilities, H-IIB, is a derivative of the H-IIA family. H-IIB uses two LE-7A engines in its first stage, as opposed to one in H-IIA. The first H-IIB was successfully launched on 10 September 2009.

For the 29th flight on 24 November 2015, an H-IIA with an upgraded second stage launched the Telstar 12V satellite, the first commercial primary payload for a Japanese launch vehicle.

title: H-IIA