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Berwick Academy (Maine)

Berwick Academy is a college preparatory school located in South Berwick, Maine.

Notable alumni and faculty

 * Ichabod Goodwin (1794–1882), 27th Governor of New Hampshire
 * Joseph McKean (academic) (1776–1818), Boylston Professor of Rhetoric and Oratory at Harvard University, founder of Porcellian Club. Served as Berwick's second headmaster.
 * John Holmes Burleigh (1822–77), U.S. Congressman from Maine, namesake of the Burleigh-Davidson Building, his former home
 * John Noble Goodwin (1824–87) U.S. Congressman from Maine, Congressional Delegate from Arizona Territory, Chief Justice of Arizona Territory, and the first governor of Arizona
 * Sarah Orne Jewett (1849–1909), novelist, author of A Country Doctor (1884), The Country of the Pointed Firs (1896)
 * Guy Tripp (1865-1927), business executive and U.S. Army brigadier general
 * Louis B. Costello (1876–1959), newspaper publisher
 * Gladys Hasty Carroll (1904–99), novelist, author of As The Earth Turns (1933) and Dunnybrook (1943)
 * Casey Coleman (1951–2006), radio broadcaster and play-by-by announcer for the Cleveland Indians
 * Mike Eruzione (b. 1954), former National Hockey League player and captain of the 1980 U.S. Olympic Hockey Team
 * Richard Corman (photographer) (b. 1954), portrait photographer.
 * Sam Fuld (b. 1981), Major League Baseball player for the Oakland Athletics and General Manager for the Philadelphia Phillies, attended in 8th grade

title: Berwick Academy (Maine)


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Accordion effect

In physics, the accordion effect (also known as the slinky effect, concertina effect, elastic band effect, and string instability) occurs when fluctuations in the motion of a traveling body cause disruptions in the flow of elements following it. This can happen in road traffic, foot marching, bicycle and motor racing, and, in general, to processes in a pipeline. These are examples of nonlinear processes. The accordion effect generally decreases the throughput of the system in which it occurs.

In traffic
The accordion effect in road traffic refers to the typical decelerations and accelerations of a vehicle when the vehicle in front decelerates and accelerates. These fluctuations in speed propagate backwards and typically get bigger and bigger further down the line, resulting in reduced throughput of road traffic. For this reason, the Norwegian Public Roads Administration recommends that each driver should try to follow the accelerations of the vehicle in front closely, and keeping a steady gap that is neither too small or large. Too small gaps and sudden braking can lead to rear ending.

In motorsports
In the Formula One 2020 Tuscan Grand Prix, an accordion effect after the restart under the safety car caused five of the last cars in the field to crash. Data analysis of the crash showed that each consecutive driver accelerated faster and faster, and also that each consecutive driver braked later and later.

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

title: Accordion effect


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Kettle (landform)

A kettle (also known as a kettle hole, kettlehole, or pothole) is a depression or hole in an outwash plain formed by retreating glaciers or draining floodwaters. The kettles are formed as a result of blocks of dead ice left behind by retreating glaciers, which become surrounded by sediment deposited by meltwater streams as there is increased friction. The ice becomes buried in the sediment and when the ice melts, a depression is left called a kettle hole, creating a dimpled appearance on the outwash plain. Lakes often fill these kettles; these are called kettle hole lakes. Another source is the sudden drainage of an ice-dammed lake and when the block melts, the hole it leaves behind is a kettle. As the ice melts, ramparts can form around the edge of the kettle hole. The lakes that fill these holes are seldom more than 10 m deep and eventually fill with sediment. In acidic conditions, a kettle bog may form but in alkaline conditions, it will be kettle peatland.

Overview
Kettles are fluvioglacial landforms occurring as the result of blocks of ice calving from the front of a receding glacier and becoming partially to wholly buried by glacial outwash. Glacial outwash is generated when streams of meltwater flow away from the glacier and deposit sediment to form broad outwash plains called sandurs. When the ice blocks melt, kettle holes are left in the sandur. When the development of numerous kettle holes disrupt sandur surfaces, a jumbled array of ridges and mounds form, resembling kame and kettle topography. Kettle holes can also occur in ridge shaped deposits of loose rock fragments called till.

Kettle holes can form as the result of floods caused by the sudden drainage of an ice-dammed lake. These floods, called jökulhlaups, often rapidly deposit large quantities of sediment onto the sandur surface. The kettle holes are formed by the melting blocks of sediment-rich ice that were transported and consequently buried by the jökulhlaups. It was found in field observations and laboratory simulations done by Maizels in 1992 that ramparts form around the edge of kettle holes generated by jökulhlaups. The development of distinct types of ramparts depends on the concentration of rock fragments contained in the melted ice block and on how deeply the block was buried by sediment.

Most kettle holes are less than two kilometres in diameter, although some in the U.S. Midwest exceed ten kilometres. Puslinch Lake in Ontario, Canada, is the largest kettle lake in Canada spanning 160 ha. Fish Lake in the north-central Cascade Mountains of the U.S. state of Washington is 200 ha.

The depth of most kettles is less than ten meters. In most cases, kettle holes eventually fill with water, sediment, or vegetation. If the kettle is fed by surface or underground rivers or streams, it becomes a kettle lake. If the kettle receives its water from precipitation, the groundwater table, or a combination of the two, it is termed a kettle pond or kettle wetland, if vegetated. Kettle ponds that are not affected by the groundwater table will usually become dry during the warm summer months, in which case they are deemed ephemeral.

Bogs
If water in a kettle becomes acidic due to decomposing organic plant matter, it becomes a kettle bog; or, if underlying soils are lime-based and neutralize the acidic conditions somewhat, it becomes a kettle peatland. Kettle bogs are closed ecosystems because they have no water source other than precipitation. Acidic kettle bogs and fresh water kettles are important ecological niches for some symbiotic species of flora and fauna.

The Kettle Moraine, a region of Wisconsin covering an area from Green Bay to south-central Wisconsin, has numerous kettles, moraines and other glacial features. It has many kettle lakes, some of which are 100 to 200 ft deep.

Examples
The Prairie Pothole Region extends from northern Alberta, Canada to Iowa, United States and includes thousands of small sloughs and lakes.

 * Austria
 * Meerauge, Bodental
 * Zmulner See, Carinthia (Kärnten)
 * Canada
 * Ontario
 * Algonquin Park, Spruce Bog trail
 * Bond Lake
 * Heart Lake
 * Kettle Lakes Provincial Park
 * Lake Wilcox
 * Musselman Lake
 * Preston Lake
 * Puslinch Lake
 * New Brunswick
 * MacLaren Pond, Fundy National Park
 * Finland
 * Syvyydenkaivo, Rokua National Park
 * Germany
 * Eggstätter Seen, Bayern
 * Müggelsee, Berlin
 * Oberwaldbacher See, Bayern
 * Osterseen, Bayern
 * Schluisee, Bayern
 * Seeoner Seen, Bayern
 * Teupitzer See, Brandenburg
 * Tüttensee, Bayern
 * Ukleisee, Schleswig-Holstein
 * Weisser See, Berlin
 * India
 * Sela Pass, Arunachal Pradesh
 * New Zealand
 * Lake Matheson
 * United Kingdom
 * England
 * Aqualate Mere, Staffordshire
 * Barelees Pond, Northumberland
 * Breckland, Norfolk/Suffolk called pingo ponds.
 * Bomere Pool, Shropshire
 * Campfield Kettle Hole, Northumberland
 * Hatchmere, Cheshire
 * Talkin Tarn, Cumbria
 * Tarn Wadling, Cumbria
 * Wormingford Mere, Essex
 * Scotland
 * Belston Loch
 * Blae Loch
 * Helenton Loch
 * Loch Brown
 * Loch Fergus
 * Loch Morlich
 * United States
 * Illinois
 * Volo Bog
 * Indiana
 * Pinhook Bog
 * Iowa
 * Clear Lake
 * Massachusetts
 * Cliff Pond
 * Fresh Pond
 * Jamaica Pond
 * Houghton's Pond
 * Scargo Lake
 * Spy Pond
 * Walden Pond
 * Geology of Michigan
 * Heart Lake
 * Tee Lake
 * Thumb Lake
 * Walled Lake
 * New Hampshire
 * Philbrick-Cricenti Bog
 * Ponemah Bog
 * Spruce Hole Bog
 * New York
 * Artist Lake
 * Lake Success
 * Mendon Ponds
 * Ronkonkoma Lake
 * Round Lake, Saratoga County
 * Ohio
 * Aurora Lake
 * Brady Lake
 * Calamus Swamp
 * Geauga Lake
 * Lake Anna, Barberton Ohio
 * Lake Kelso
 * Stage's Pond State Nature Preserve
 * Triangle Lake Bog, Ravenna
 * Pennsylvania
 * Conneaut Lake
 * Rhode Island
 * Ell Pond
 * Washington
 * Fish Lake
 * Whidbey Island
 * Wisconsin
 * Elkhart Lake
 * Mauthe Lake
 * Kettle Moraine
 * Venezuela
 * Kettle Mucubají

title: Kettle (landform)


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BMW 5 Series (E12)

The BMW E12 is the first generation of 5 Series executive cars, which was produced from 1972 to 1981 and replaced the saloon models of the BMW New Class range.

Initial models were powered by inline-four engines, using either a carburettor or fuel-injection. A year after launch, the first model powered by a straight-six engine was introduced. By the final years of E12 production, most models used a straight-six engine.

There was no M5 model for the E12, however the E12 M535i is considered to be the predecessor to the M5. The E24 6 Series coupés were built on the E12 platform up until 1982. The E12 was replaced by the E28 5 Series in 1981, although the tools were sent to South Africa where E12 assembly continued (with E28 interiors) until 1984.

Development
At the 1970 Geneva Motor Show, BMW unveiled the 2200ti Garmisch concept car, a 2-door saloon which was developed in conjunction with Bertone. The 2200ti Garmisch concept car was shown as a potential replacement for the New Class saloons and the eventual E12 production model utilized many design elements from the Garmisch.

Development of the E12-series had begun by the end of the 1960s, when wind tunnel tests were conducted. Eberhard von Kuenheim, then chairman of BMW's supervisory board, hired French designer Paul Bracq in 1970 to work as the E12's Chief of design,  with Marcello Gandini of Bertone as co-designers of the exterior.

In 1971, a road-legal E12 prototype, which looked similar to a Fiat 132, was made. Also in 1971, Paul Bracq had finalised the E12's design, however, compared with the later series production E12, Bracq's design car had a more stretched, and dynamic appearance. Computers were used in BMW development for the first time to calculate front and rear crumple zones; the roof was designed with a rollover protection structure. The body has a drag coefficient of 0.44. BMW had previously located turn signal stalks on the right hand side of the steering wheels, and the E12 was their first model to have the stalk on the left side.

Before the E12 had been introduced, there were rumours that it would be available with both a 2.2 litre four-cylinder engine, and a small six-cylinder engine. Instead, BMW carried over the 2-litre four-cylinder M10 engines from the New Class saloons, but modified the cylinder heads in order to improve combustion. With the introduction of the E12-series in 1972, BMW offered two models, the carburetted 520, which had a Stromberg constant pressure carburettor, and the manifold injected 520i, which came with a Kugelfischer PL 04 injection pump. A small six-cylinder model called "523" had been developed, but was never put into series production. Eventually, the small six-cylinder model "520" was put into production in 1977, but in a 2-litre version rather than a 2.3 litre version.

Originally, four-cylinder cars have a bonnet with a sunken central portion whereas on six-cylinder cars this section is raised. The leading edge of the bonnet was flat. After the August 1976 facelift all models featured the same bonnet, with a narrow raised central section reaching all the way forward and wrapping around the "kidneys". M30-engined cars can be identified by the grille having a chrome surround.

To meet Sweden's unique and stringent emissions standards, a fuel injected version of the 528 was developed and entered production in June 1977. Called the 528i, this was successful enough that it replaced the 528 in most markets.

Engines
The data above are manufacturer claims. Power and torque data is measured according to the German Standard DIN 70020.

The 518, 520 and 520i models were fitted with the 1.8 L and 2.0 L M10 inline-four engines, as per the previous New Class saloons. The 525, 528, 530, 530i and 533i models were fitted with M30 straight-six engines, as used in the New Six large saloons and E9 coupés. The 520, and 523 (the latter was developed, but never put into series production), use the M20 straight-six engine.

The 518 had its fuel supplied by a Solex 32/32 DIDTA carburetor, while the initial 520 model (powered by the M10 inline-four engine) used twin Stromberg 175CDET carburettors. The straight-six engine 525 and 528 models used dual Zenith INAT two-barrel carburettors up until the 1976 facelift. The straight-six 520 used a Solex 4A1 carburettor.

Fuel-injected models have the letter i at the end of their model designation. The 520i used the Kugelfischer mechanical fuel injection system from the 2000tii and 2002tii until 1975. From 1975, it was fitted with a mechanical continuous Bosch K-Jetronic port injection. The 518i (only sold in Sweden and Japan), 528i, and 530i (only sold in the US and Japan) have a Bosch L-Jetronic port injection.

Suspension
The BMW E12 has a self-supporting body, a longitudinally mounted front engine, and rear-wheel drive. All four wheels are suspended independently. The front wheels have MacPherson struts with coil springs, hydraulic shock absorbers, and transverse control arms. The rear axle has semi-trailing arms with coil springs, and hydraulic shock absorbers. Models with a power output of 125 PS or more have an additional sway bar on the rear axle. All models except the M535i have 14-inch steel alloy wheels with a wheel-width of either 5.5 or 6 inches. Therefore, the tyre size is either 175 mm or 195 mm. All models use worm and sector steering, which is power assisted from the 528 onwards. The braking system is a dual-circuit system with front disc brakes; on the rear wheels, 518/520/i models were fitted with drum brakes, all models from the 525 onwards have disc brakes.

Drivetrain
The 4-speed manual transmission options consisted of:
 * Getrag 242 4-speed (for M10/M20/M30 engine models)
 * Getrag 262 4-speed (M30 engine)
 * ZF S4-18/3 4-speed (M30 engine)

The 5-speed manual transmission options consisted of:
 * Getrag 235 5-speed (M10 engine)
 * Getrag 245 5-speed (M10/M20 engines)
 * Getrag 265 5-speed (M30 engine)

The automatic transmission options—all 3-speed transmissions—consisted of:
 * ZF 3HP12 (M10 engine)
 * ZF 3HP20 (M30 engine)
 * ZF 3HP22 (M20/M30 engines)
 * BorgWarner BW65 (M30 engine)

Special models
On the Belgian and Greek markets, there was a BMW 518 Deluxe version. One thousand of these cars were sold in 1979-1980. This was a BMW 518 equipped as the 528i top model with additional luxury items such as headrests on the back seats. It was rumored that this special version was produced for the Iranian government, as a car for top officials under the shah's rule. Due to the Iranian revolution these cars were never delivered. Instead, they have been sold as a special version in Belgium and Greece.

The Portuguese market also received nearly 700 CKD units due to the local regulations that demanded a certain amount of vehicles sold in Portugal to be locally assembled.

For the Swedish market the complete BMW 5 range was not offered, due to local emissions regulations. For the early E12 the models BMW 518, BMW 520, BMW 520i, and BMW 525 were offered - with the BMW 528 missing. The series 2 range of was reduced to three models: BMW 518i, BMW 520i and BMW 528i. The 528i became available as a result of Switzerland having adopted the same emissions rules, making it worthwhile to develop such a version. Unique to the Swedish market were a BMW 518i and a BMW 520i, fitted with the identical 2 litre engine, but the BMW 518i receiving poorer equipment. The BMW 520i was fitted with chromed wheel rings and a locking fuel cap. It was also fitted with head restraints in the rear, an armrest in the middle of the rear bench, steering wheel height adjustment, seat height adjustment for the drivers seat, a wooden shifter knob, and a rear heater.

Motorsport versions
Beginning in 1974, BMW M (then called 'BMW Motorsport') offered the Motorsport 530, Motorsport 530i and Motorsport 533i as special order upgrades for the 525, 528 and 528i models. The Motorsport 530 used the carburetted 180 PS engine from the BMW 3.0S, the Motorsport 530i used the fuel-injected 200 PS engine from the BMW 3.0Si and the Motorsport 533i used the injected 3.2-liter engine from the E24 633CSi. Other modifications were a shorter differential ratio of (3.45:1 for the 530 and 3.25:1 for the 530i), a 25% LSD, vented disc brakes, Bilstein shock absorbers, Scheel or Recaro sports seats, a sports steering wheel, alloy wheels on lower profile tyres, and optional front and rear spoilers.

Later, the similar Motorsport 535i package was available for the 525i/528i model, consisting of the 3.5L engine from the E24 635CSi.

M535i
The first M-badged 5 Series was the M535i, which began production in 1980. The M535i is powered by the 3.5 L M90 straight-six engine which produces 160 kW. The sole gearbox choice is a 5-speed manual and 1,650 M535i cars were produced (including 240 CKD for South Africa). Features include optional front and rear spoilers, optional M-striping, sports suspension, Recaro sport seats, the steering wheel from the BMW M1, a dogleg close-ratio transmission, a limited-slip differential and larger brakes.

The M535i is considered to be the predecessor to the BMW M5 model, which has been produced since the E28 generation.

Alpina B7
The Alpina B7 Turbo and B7 S Turbo were based on the E12.

530 MLE
In South Africa, the 530 MLE was produced as a homologation special for racing, with 218 cars produced. The engine is a 3.0 litre M30, producing 132 kW. Significant weight reduction measures were undertaken, included body panels made from aluminium or thinner steel.

Model year changes
1974
 * 518 and 528 models introduced, producing 66 kW and 121 kW respectively. . Motorsport upgrades available as special order in 530, 530i or 533i guise.

1975
 * On the 520i model, Kugelfischer injection was replaced by Bosch K Jetronic.

1976 facelift

With the introduction of the E23 7 Series, the E12 received a facelift in September 1976. The styling was overseen by Claus Luthe. The rear-mounted gasoline filler door was relocated to the side of the car and the taillights were widened. The hood was redesigned to a give a 'power bulge' which accentuated the BMW kidney grille, and the dashboard ventilation was repositioned to improve air distribution.

As part of the facelift, the 520 model switched from the M10 inline-four engine to the BMW M20 straight-six engine, with the post-facelift 520 model often referred to as the 520/6. However, the M10 engine continued to be used in South Africa, due to local content laws. Even after the M20 entered local production in 1979, the 2.0-litre M10 continued to be available with "518" badges in South Africa. In other markets the only inline-four M10 post-facelift model available was the 1.8-litre 518 which carried on as the base model until the end of production.

For the 525 and 528 models, the dual Zenith carburettors were replaced with a single Solex 4A1 DVG four-barrel, which increased power to 125 kW in the 528.

1978
 * The 528i model, using Bosch L-Jetronic fuel injection, begins production in July as a replacement for the carburetted 528 which was discontinued in September 1977.

1979
 * 535i Motorsport available as special order only

1980
 * M535i model introduced

North American models
Initially, the only model sold in the United States was the 530i, which was powered by a fuel-injected straight-six engine. Changes for American-market E12s include lower compression pistons, exhaust gas recirculation, an air pump and modified exhaust manifolds called Thermal Reactors. The North American E12 models had larger bumpers (designed to withstand a 5 mph collision without body damage), which increased the overall length by 206 mm.

For the 1979 model year, the 528i replaced the 530i. To reduce emissions, the thermal reactor and air pump system were replaced with a 3-way catalytic converter and the car's Bosch L-jetronic fuel injection system was now fitted with an exhaust gas oxygen sensor. Power was reduced by 5 kW, and the presence of the catalytic converter meant that unleaded gasoline (petrol) was required.

Critical reception
While being commended for its acceleration and build-quality, Modern Motor criticised the 1978 528i for unpredictable handling and excessive body roll. Steering corrections during cornering meant the car's body "lurches back annoyingly and messily", in part due to the soft springing and hard damping combination. In comparison to the Jaguar XJ6 and Peugeot 604, the car was viewed as narrow and cramped in the rear and prone to wind noise.

Production
Production of the E12 occurred from June 1972 to 1981, with a total of 699,094 cars produced. Initially, the cars were produced in Munich, Germany. Following the opening of the new BMW Group Plant Dingolfing in September 1973, production was phased over to the Dingolfing plant.

Complete knock-down assembly of German-produced kits took place in Rosslyn, South Africa; Jakarta, Indonesia (by Gaya Motor); and Thailand.

title: BMW 5 Series (E12)


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Shadow war

Shadow war may refer to:

Games

 * GURPS Voodoo: The Shadow War, a 1995 role-playing game
 * Cutthroat: The Shadow Wars, a 1988 role-playing game

Videogames

 * SpellForce 2: Shadow Wars, 2006 videogame
 * MAG: Shadow War, 2010 videogame
 * Tom Clancy's Ghost Recon: Shadow Wars, 2011 videogame
 * Stickman Legends: Shadow War, 2017 videogame; see List of most-downloaded Google Play applications

Other uses

 * Shadow Wars (Babylon 5), a number of wars in the Babylon 5 fictional universe
 * "The Shadow War!" (episode), 2018 season 1 episode 23 of DuckTales; see List of DuckTales (2017 TV series) episodes
 * Shadow War (DC Comics), a comic book story arc
 * Shadow Wars (book), a 2003 non-fiction book by David Pugliese

title: Shadow war


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BMW 3 Series (E21)

The BMW E21 is the first generation of the BMW 3 Series, a range of compact executive cars. The E21 was produced from June 1975 to December 1983 and replaced the BMW 02 Series. The series was exclusively built in a two-door coupé body style (except for convertibles made by Baur). Contrary to its predecessor, a 'Touring' body with a sloped rear hatch was no longer offered.

Initial models were produced with carburetted four-cylinder petrol engines of 1.6 L, 1.8 L, and 2.0 L. Fuel-injection was introduced in late 1975 on the 320i – but in 1977, a carburetted inline 6-cylinder engine replaced both the 320 and 320i models, while a detuned version of the four-cylinder injection went on sale in the United States. In 1978, the 3-series received its first fuel-injected six-cylinder in the 323i as a flagship performance model; and in 1981, a bottom end detuned 1.6 L was offered in the 315.

The cabriolet body style, manufactured by Baur, was produced from 1978 to 1981, with all available engines.

There was no BMW M3 model for the E21 generation, but several limited edition models were produced based on the model with the largest engine, the six-cylinder 323i.

The E21 was replaced by the E30 3 Series in 1982.

Development
Under the direction of its majority (51%) shareholder, Herbert Quandt, BMW decided upon a replacement for the ageing BMW 02 Series.

In July 1975, BMW's Board of Management introduced the E21 to the public at the Munich Olympic Stadium.

Styling
The frontal view of the new car was dominated by the BMW trademark kidney grille standing out clearly from the radiator cover. The styling of the new car bore a resemblance to the E12 5 Series which was in production as the E21 was introduced. Like many other BMW models, the C-pillar of the E21 has a Hofmeister kink.

Paul Bracq, Director of Design at BMW from 1970 to 1974, is credited with setting the design direction of the E21.

The BMW E21 is according to the Design Museum London one of "fifty cars that changed the world".

Interior
The cockpit design of the E21 marked the introduction of a new design concept, with the center console and central dashboard area angled towards the driver. This has become part of BMW's interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

315
The 315 was the base model from March 1981 to 1983 and remained on sale up into 1984 for some markets, alongside the new E30. It has a 75 PS version of the 316's 1.6-litre engine, tuned for fuel economy. It accelerates to 100 km/h in 14.8 seconds and has a top speed of 154 km/h. In an effort to further lower the price, the 315 also had bumpers with exposed screws, a vinyl-covered parcel shelf (this was carpeted on all other E21 models), no map pockets on the doors, R2 double filament headlamps (rather than halogen units), and a single external mirror.

316

The 316 was the base model for years 1975 to 1981, fitted with a 1.6 L M10 engine producing 90 PS. It accelerates to 100 km/h in 14 seconds and has a top speed of 160 km/h.

In 1980 the engine size increased to 1.8 litres (after the 318 carburetor version was discontinued), while the model badge remained "316". Power remained 90 PS but top speed increased to 163 km/h.

318
The 318 was a mid-range model that was powered by a carburetted four-cylinder engine, producing 98 PS. It accelerates to 100 km/h in 12 seconds and has a top speed of 165 km/h.

318i
In 1980, the carburetted 318 was dropped and replaced by the fuel injected 318i. It accelerates to 100 km/h in 11.5 seconds and has a top speed of 173 km/h.

In Sweden, the 318i was badged 320i and had twin headlights. This was the result of the 2-liter engine not passing Sweden's particular emissions standards at the time, which also restricted the output of the engine to 102 PS in Sweden as well as Switzerland.

320

The initial 320 model was powered by a four-cylinder engine using a Solex 2-barrel downdraft carburettor. It accelerates to 100 km/h in 11.5 seconds and has a top speed of 170 km/h.

320i
The 320i was released in late 1975. It has a continuous port injection system (Bosch K-Jetronic) instead of a carburetor. It accelerates to 100 km/h in 10.5 seconds and has a top speed of 180 km/h.

320/6

In 1977, the 320 model switched from the BMW M10 four-cylinder engine to the BMW M20 straight-six petrol engine. Although they remained badged as "320", the six-cylinder model is often referred to as "320/6". The engine uses a Solex 4-barrel downdraft carburetor. The 320/6 accelerates to 100 km/h in 10.0 seconds and has a top speed of 181 km/h.

323i
The 323i was the flagship E21 performance model following its introduction in 1977. It is powered by a 2.3-litre six-cylinder engine using Bosch K-Jetronic fuel-injection. It accelerates to 100 km/h in 8.7 seconds and has a top speed of 190 km/h.

Transmissions

 * 3-speed ZF 3HP22 automatic (318 and 320)
 * 4-speed Getrag 242 manual
 * 5-speed Getrag 245 manual, with either an overdrive fifth gear or close-ratio gearing (the latter available from 1976).

Chassis and suspension
With a wheelbase measuring 2.6 m, the lengths of the overhanging front and rear bodywork was minimal. The track measured 1364 mm at the front, and 1377 mm at the rear.

The suspension incorporated rack and pinion steering and MacPherson strut suspension at the front, and semi-trailing arm type independent suspension at the rear. The rear suspension design causes camber changes, which can introduce "snap oversteer" at the handling limits. The power assisted brakes were discs on the front wheels, while the rear wheels had drum brakes (except the 323i model which had discs all round).

Model year changes
At the E21's release, three models were available: with 316 (1.6-litre), 318 (1.8-litre) and 320 (2.0-litre) versions of the BMW M10 four-cylinder engine. To differentiate between models, the 320 model came with dual headlights, while the 316 and 318 had single headlights.

1975
The fuel-injected 320i was introduced at the end of 1975. It has the M10 four-cylinder engine with Bosch K-Jetronic fuel injection, and a limited slip differential was available as an option.

1977
At the 1977 International Auto Show in Frankfurt, BMW unveiled its new variants of the E21, featuring the new BMW M20 six-cylinder engines (which were initially called "M60").

The four-cylinder 320 model was replaced with the 320/6, featuring a 2.0 litre version of the M20 engine. The new range-topping 323i model was introduced, featuring 2.3 L with 105 kW, which gave the 323i a top speed of 200 km/h. The braking system was also upgraded, with the 323i featuring disc brakes on all wheels. Options include power steering, a 5-speed close-ratio 'dogleg' sport gearbox, and 25% limited slip differential.

1980
For the 1980 model year, the four-cylinder models were upgraded: the 1.8 L carburetted M10 unit was revised to produce 66 kW and entered the market in the updated 316, while a fuel-injected version of the 1.8 L M10 was introduced in the 318i model (which replaced the carburetted 318 as the mid-range model). This fuel-injected 1.8 L M10 was also sold in Sweden with 320i badging (with a higher level of standard equipment to distinguish it from the 318i), because the 320/6 was never certified for sale there.

1981
The economy model 315 was introduced as a reaction to the second "oil crisis" in late 1979. More spartan than the other E21 models, it was the last E21 to be built and produced alongside the early E30 models.

Baur TopCabriolet
A cabriolet conversion was offered by Karosserie Baur, called the TopCabriolet. It consisted of a targa roof and an independent rear soft-top. The targa roof section was designed to fit in the trunk, while the boot cover doubled as a cover for the plastic rear window, protecting it from scratches and frost in winter. Production of the TopCabriolet began in 1978 and all engine options were available.

The cars were sold via the BMW dealership network and all Baur models included the BMW warranty. A total of 4,595 vehicles were manufactured before production ended in 1981.

North American models
The E21 was sold as the 320i in the United States from model years 1977 to 1983, first as a four-cylinder with a 2.0-liter engine, and from 1980 with a 1.8 liter version of the same. Six-cylinder models were not sold in America, because the E21 versions of the M20 engine did not meet U.S. emissions regulations at the time. The 320i models sold in the United States have a thermal reactor as a pollution control device. U.S. models came standard with air conditioning.

From 1977 to 1979, the U.S. models were powered by a 2.0 L fuel-injected version of the M10 four-cylinder engine. In August 1979, from the 1980 model year, 320i was now powered by a downsized 1.8 L version of the M10 four-cylinder engine. This resulted in a 100 km/h acceleration time of 11.1 seconds and a top speed of 169 km/h.

Due to American regulations, the following changes were required:
 * larger front and rear "diving board" bumper bars, which increased the car's overall length by 16 cm to 4.5 m.
 * sealed beam headlights, larger indicator lights and side reflectors
 * speedometer in miles-per-hour
 * fuel gauge markings changed from litres to "full, ½, reserve"
 * a detuned version of the M10 engine, initially using a thermal reactor to control exhaust emissions
 * in 1980, the engine was downsized from 2.0 L to 1.8 L and the thermal reactor was replaced with a catalytic converter.

The optional "S Package" (320iS) was introduced in 1981 and sacrificed the factory air conditioning, but offered Recaro sport seats, upgraded suspension in the form of a rear anti-roll bar and a stiffer front anti-roll bar, a 5-speed transmission and limited-slip differential, cross-spoke alloy wheels, a larger and more extensive tool kit, a dual operation manual sunroof, an AM/FM Blaupunkt radio with cassette player, fog lights, a 3-spoke leather-wrapped steering wheel and leather shift knob, a front air dam, a "delete" of the alphanumeric 320i markers on the rear trunk lid, a central-dash storage area where A/C controls were otherwise placed, and a limited color palette of white, silver or black. Just 2,500 320iS's were produced.

Production
Production of the E21 began in June 1975 and finished in December 1983. Total production was 1,364,039 cars, of which 4,595 were in “Baur Top cabriolet” trim.

Motorsports
The Group 5 version of the BMW 320 introduced in 1977 as a replacement to the BMW 3.0 CSL, nicknamed the Flying Brick in reference to the blocky bodyshape, was powered by a Formula Two engine that was tuned to 225 kW by BMW Motorsport. The car was developed in only just over 12 weeks, without technical drawings. BMW Motorsport engineers simply carried out the modifications directly, with the car progressively taking its final shape.

The Group 5 320 was also used by the McLaren team in the American International Motor Sports Association series. It was also used by the BMW Junior Team, whose drivers included Manfred Winkelhock, Eddie Cheever, and Marc Surer. The 320 won its first race, at Zolder in 1977 with Marc Surer at the wheel. It also won the 1981 and 1982 Guia Race of Macau.

title: BMW 3 Series (E21)


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BMW 7 Series (E23)

The BMW E23 is the first generation of the BMW 7 Series luxury cars and was produced from 1977 until 1986. It was built in a 4-door sedan body style with 6-cylinder engines, to replace the BMW 'New Six' (E3) sedans. From 1983 until 1986, a turbocharged 6-cylinder engine was available.

In 1986, the E23 was replaced by the E32 7 Series, however, the E23 models (called L7) remained on sale in the United States until 1987.

The E23 introduced many electronic features for the first time in a BMW, including an on-board computer, service interval indicator, a "check control panel" (warning lights to indicate system faults to the driver), a dictaphone and complex climate control systems. It was also the first BMW to offer an anti-lock braking system (ABS), a driver's airbag (optional, starting in April 1985  ) and a new design of front suspension.

Development and production
The initial styling concepts were developed under BMW Design Director Paul Bracq, with Manfred Rennen contributing with the exterior styling.

Production occurred from 1977 until 1986, during which time 285,029 cars were built.

Engines
All models were powered by a straight-six petrol engine, with the majority of cars using the BMW M30 engine. Most engines were fuel-injected, however the 728 and 730 models of 1978–1979 used a Solex four-barrel carburetor. The fuel-injected models initially used the Bosch L-Jectronic system, until the 1979 732i, which was the first BMW to use the Bosch Motronic fuel-injection system.

Transmissions
The available transmissions consisted of:
 * 4-speed manual
 * 5-speed manual
 * 3-speed automatic
 * 4-speed automatic

Equipment
Options included leather upholstery, wood trim, power seats, seat heaters, reclining rear seats, power windows, power mirrors, an in-car cellular telephone and rear-armrest radio controls (only with the executive and highline pack ).

1983 facelift

The 1983 model year facelift (produced from September 1982) included styling changes to the front of the car: wider and more angular 'kidney' grilles, valance/spoiler, bumper bars, etc. Inside the car, the dashboard and instrument panels were also updated. The rear suspension was updated and the 735i engine changed from the M90 to the M30B34.

1984
In the US, 1984 saw the arrival of the optional 4-speed automatic transmission (replacing the 3-speed unit previously offered), wood trim replacing the plastic above the glove compartment and on the ashtray and electrically adjustable power seats. Michelin TRX tyres (requiring special metric wheels) became available as an option on the 5-speed manual models.

725i
The 725i model was not officially sold but produced for West German government agencies which, at the time, were not allowed to have engines larger than 2.5 liter in official cars. 921 models were produced.

Turbocharged 745i
The 745i was a high-performance model sold in left-hand-drive European markets from 1979 to 1986. It was initially powered by the M102 engine, which is a turbocharged 3.2 L version of the M30 straight-six engine, producing 185 kW at 9 PSI of boost. In 1982, the engine was upgraded to the M106, which increased the capacity to 3.4 litres and the fuel injection system changed from Jetronic to Motronic. Boost pressure was reduced to 6 PSI, however power output was unchanged.

All M102 cars were built with a 3-speed ZF 3HP22 automatic transmission. All M106 cars were built with a 4-speed ZF 4HP22 automatic transmission. Options included heated front and rear power reclining seats, gasoline fired heater, leather covered cellular telephone, rear-armrest radio control, water buffalo hide upholstery, and burl wood trim.

The name 745i comes from the theoretical assumption that turbocharged engines have approximately 1.4 times more power than naturally aspirated engines. By this assumption, a 3.2 litre (3205 cc) turbocharged engine would have similar power to a 4.5 litre (4487 cc) naturally aspirated engine.

South African 745i
The South African 745i model was powered by the naturally aspirated M88/3 engine, instead of the turbocharged M102/M106 engines of the European 745i. A right-hand-drive version of the turbocharged model was not possible due to the turbocharger being located in the right-hand side of the engine bay. Instead, the 745i was fitted with the 210 kW M88/3 engine, as used in the E24 M635i and E28 M5. The engine uses a 24-valve DOHC valvetrain and the fuel injection system is Bosch ML-Jetronic.

A production run of 192 South African 745i was built from 1983 to 1987, 175 of which were with an automatic gearbox and 17 with a 5-speed manual gearbox.

BMW South Africa entered one of these 745i models in Class A of the South African Modified Saloon Car Championship The 745i won the championship in 1985, the only BMW-Sanctioned motorsport application in the history of BMW 7 Series cars.

United States and Japanese market models
Only the 733i, 735i, and L7 models were sold in the United States and Japan. These markets also received only upscale versions, usually including leather upholstery, cruise control, wood trim, power windows, power sunroof, and other options as standard.

North American versions were fitted with larger bumpers (to comply with the U.S. National Highway Traffic Safety Administration (NHTSA) standards), smaller sealed beam headlights, and various forms of emissions equipment that were not found on European-market cars. The engines used in these markets had lower-compression pistons and thus were less powerful than European-market versions. Some features such as ABS were available in markets outside North America before they were fitted on American models.

The L7 was a more luxurious version of the 735i for the American market only. It featured special leather upholstery with leather dashboard and door padding (rather than wood trim), a power glass Moonroof, and a variety of optional features as standard. All L7 models were built with automatic transmissions and a standard driver's air bag.

title: BMW 7 Series (E23)


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BMW 6 Series (E24)

The BMW E24 is the first generation of BMW 6 Series range of grand tourer cars, which was produced from January 1976 to 1989 and replaced the BMW E9 coupé.

The E24 was produced solely in a 2-door coupé body style. All models used petrol straight-six engines, with the majority (aside from the M635CSi/M6 model) using a version of the BMW M30 engine family. The E24 shared many parts with the E12 5 series, and in 1982 was updated with parts from the newly released E28 5 series.

The M635CSi is the first of the BMW M6 model line and is powered by the M88/3 straight-six engine. In North America, the vehicle is badged as "M6" and uses the less powerful BMW S38 engine.

The eventual successor to the nameplate, the E63 6 Series, was released in 2004 after a 16-year hiatus. Although the E31 8 Series was introduced as production of the E24 was ending, the 8 Series is considered a separate model line and therefore not a successor to the E24.

Development and production
The E24 was designed by Paul Bracq. Unlike its E9 predecessor, the body of the E24 has a B pillar. The initial proposal for the E24 was based on a BMW E9 3.0 CS with an increased height, in order to make it easier for customers to enter and exit the vehicle. However, Bob Lutz rejected the proposal, eventually leading to the shape of the E24 in its production form.

Production of the 633CSi started in January 1976 with the carburetted 630CS following in February 1976. A total of 86,216 cars were built prior to production ending in April 1989.

Originally the bodies were manufactured by Karmann, but production was later taken in-house to the BMW Group Plant Dingolfing. Early series one E24s in original condition are now quite rare, particularly Karmann assembled cars (look for the Karmann build plate in the left door frame) produced before August 1977.

Engines
Figures in the upper table are for European specification models. The second half of the table covers US (and Canadian, often also as sold in Japan) market specifications.

Transmissions
Initially, the E24 was available with a 4-speed manual transmission (Getrag 262), a 5-speed manual transmission (Getrag 265), or a 3-speed automatic transmission (ZF 3HP22).

In 1983 the automatic transmission was upgraded to a 4-speed ZF 4HP22.

Suspension and steering
Front suspension consists of MacPherson struts and the rear suspension is independent semi-trailing arms. In 1982, the front suspension was upgraded to include twin-pivot lower control arms and the geometry of the rear suspension was revised.

The steering uses a recirculating ball system with power assistance.

M635CSi / M6 model

The M635CSi model, introduced at the Frankfurt Motor Show in 1983, is the first in the line of M6 models. In 1987, the equivalent model for the North American (U.S. and Canada) market was introduced and badged simply 'M6'.

The M635CSi is powered by a 210 kW version of the BMW M88/3 straight-six engine. The North American M6 vehicle is powered by the detuned 191 kW version of the BMW S38 straight-six engine, which has a lower compression ratio and uses a catalytic converter.

Over its production run from 1983 through 1989, 5,855 M635CSi/M6 cars were built, 1,767 of which were for the North American market, and 524 right hand drive cars for the United Kingdom.

1976
The new 6 Series coupé, using the model code E24, was introduced to the press in March 1976, suggesting production commenced in 1975.

Initially there were two models available: 630 CS and 633 CSI. Karmann constructed the 6 series coupé, as well as the earlier BMW coupés. There were a total of 1665 units of the 630 CS (plus 410 630 CSi, bound for the United States) and 2858 units of the 633 CSi (this number also includes right-hand drive cars) produced in the first year, amongst a total of 4,933 cars produced for the year.

1977
Production of E24 continued in 1977 at Karmann as a complete assembly until August, when only the steel body shell was made by Karmann and then shipped to BMW's plant in Dingolfing for assembly.

Karmann-bodied cars are now rare and highly collectable, particularly in original condition in early factory colours such as orange (028 Phönix), green (079 Mitgrün), and yellow (070 Golf) - the latter very rare.

1978
In July 1978, the more powerful 635CSi variant was introduced. The 635CSi featured a close-ratio 5-speed gearbox and a single piece black rear spoiler. The M90 engine was a single overhead cam version of the M1's M88 engine, its bigger bore and shorter stroke resulted in 160 kW and increased torque. The aerodynamic changes reduced uplift at high speeds by almost 15 percent over the other E24 models.

1979
In 1979 the carburetted 630CS was replaced with the 628CSi; this car had a fuel-injected 2.8L engine taken from the E12 528i. An anti-lock braking system became available as an option.

1980
In 1980, the fuel-injection systems changed from Bosch L-jetronic to Bosch Motronic. The 635CSi central locking system could now be operated from the passenger door and trunk.

1982 facelift
In 1982 (1983 model year in the US), the E24 was updated with parts from E28 5 Series, resulting changes to exterior styling, engines, chassis, suspension, electronics and the interior. The struts in the new front suspension were double-linked ones, making the car less likely to dip under hard braking. The new rear axle was nearly identical to the trailing arm layout of the E28 528i, with a new pitman arm to control camber changes. Meanwhile, the ventilated rear discs had proven a needless complication and were replaced with solid ones. The rust protection was improved considerably along with the facelift.

The 635CSi engine was updated to the 3430 cc M30B34, which used a smaller bore and longer stroke than the previous 3453 cc M90 engine. The 635CSi became available with a wide-ratio 5-speed manual or a 4-speed automatic transmission.

1987
E24s produced after June 1987 were fitted with ellipsoid headlamps, as per the recently introduced E32 7 Series. The front and rear bumpers and spoilers were redesigned to use a single design worldwide (prior to this, models sold in North America used a different design from the rest of the world).

The 635CSi engine was updated to the higher compression M30B35, which resulted in a power increase of 19 kW for engines with catalytic converters.

North American and Japanese models
The extended bumpers required by U.S. crash legislation resulted in U.S. models having an increase in length of approximately 180 mm to 4923 mm. Although other markets offered multiple E24 models, in North America only one model was available at any given time (aside from the M6).

630CSi
The 6 series was released in the US as the 630CSi in March 1977, with the 633CSi replacing it during the 1978 model year. The US market version received larger bumpers and side marker lights, as required by federal legislation. The 630CSi is powered by a fuel-injected version of the 630CS engine. This 3.0 litre engine produces 176 hp and 185 lbft.

633CSi
The 633CSi arrived in USA in September 1977 (for the 1978 model year), replacing the original 630. In United States/Japan specification, the 633CSi was powered by a 181 hp version of the M30B32 engine. Output later dropped to 174 hp.

In September 1980 (1981 model year), the manual transmission for US cars was upgraded from a 4-speed to a 5-speed. A 3-speed automatic transmission was optional.

In September 1982, North American and Japanese market models received a major facelift, as per the models sold in the rest of the world.

635CSi

In November 1984, for the 1985 model year, the 633CSi was replaced by the 635CSi for the North American Market. This model uses the M30B34 engine, which produces 182 hp and 214 lbft at 4,000 rpm. An L6 "luxury edition" version of the 635CSi was available in North America for the 1987 model year. The L6 featured leather headliner and trim and an automatic gearbox.

In 1988 the engine was upgraded to the M30B35. This engine has a capacity of 3.4 Litres (despite the model code and the "3.5" inscribed on the intake manifold) and produces 208 hp and 225 lbfft torque. This upgraded engine resulted in catalytic converter equipped United States models offering similar performance to European models. Self-leveling rear suspension was added to the 635CSi and M6 features list.

M6

In 1987, North America and Japan received their equivalent of the M635CSi, called simply the M6. The main difference between the M6 and its European counterpart, is that the S38 engine is used instead of the M88. Compared with the M88, the S38 has a catalytic converter, the compression ratio reduced to 9.8:1, a double row timing chain, a shorter camshaft duration and a simplified exhaust manifold. The power output for the North American E24 M6 is 256 hp, which is 30 hp less than the European M635CSi.

Standard equipment on the United States market M6 cars included many features which were optional on the European cars, including heated power seats, self-leveling rear suspension, beverage chiller (cooled by an air-conditioning system) between the rear seats, air-conditioning vents for rear seat occupants, sunshade for rear occupants and an 8-speaker premium sound system.

Motorsport
In 1982, the European Touring Car Championship transitioned to Group A regulations, prompting BMW to move from the 3.0 CSL to the 635 CSi. BMW Motorsport produced approximately 50 competition chassis between 1983 and 1985.

Achievements in championships and series:
 * European Touring Car Championship (Group A); 3 titles (1981, 1983 and 1986)
 * Deutsche Tourenwagen Meisterschaft; 1 title (1984)
 * Belgian Touring Car Championship (Group N); 1 title (1984)
 * Australian Touring Car Championship; 1 title (1985)
 * Australian Endurance Championship; 2 titles (1985 and 1986)
 * Australian Manufacturers' Championship; 1 title (1985)
 * AMSCAR Series; 1 title (1985)
 * European Hill Climb Championship; 1 title (1985)
 * New Zealand Touring Car Championship; 2 titles (1985 and 1987)
 * New Zealand Benson & Hedges Saloon Car Series; 1 title (1985)
 * Nissan-Mobil 500 Series (New Zealand); 1 title (1985)
 * Japanese Touring Car Championship; 1 titles (1985)

Race wins:
 * RAC Tourist Trophy; 2 wins (1980 and 1984)
 * 4h/500 km of Monza; 3 wins (1980, 1981 and 1983)
 * Guia Race; 1 win (1983)
 * Spa 24 Hours; 3 wins (1983, 1985 and 1986)
 * 24 Hours Nürburgring; 2 wins (1984 and 1985)
 * Sandown 500; 1 win (1985)

title: BMW 6 Series (E24)


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BMW 5 Series (E28)

The BMW E28 is the second generation of BMW 5 Series executive cars, which was produced from 1981 to 1988 and replaced the E12 5 Series. Pre-series production began in April 1981 and the car was introduced in the autumn that year.

The E28 was initially produced with straight-four and straight-six petrol engines until 1983, when the 524td model became the first BMW car to be powered by a diesel engine. It was also the first 5 Series with the centre console angled towards the driver and to be available with anti-lock brakes (ABS).

The first BMW M5 was produced during the E28 generation. It was powered by the M88/3 and S38 straight-six engines. The E24 6 Series coupés were built on the E28 platform from 1982 to 1989.

The E28 was replaced by the E34 5 Series in 1988.

Body and interior
The E28 has a self-supporting body that is welded to the body platform. The passenger cell is a safety passenger cell with deformation elements both in the front and rear of the vehicle. Unlike its E12 predecessor and E34 successor, the E28 has a rear-hinged bonnet. The boot has a volume of 460 litre. Most models have a fuel tank capacity of 70 litre, with some models having a smaller tank of 63 litre. The kerb weight is 1140 –.

Cruise control, an on-board computer (to display trip information), and a "check control" panel (to alert the driver about fluid levels and lighting faults) were introduced to the 5 Series on the E28. The glazing is made of single-pane safety glass, the windscreen has laminated glass. As part of developing the air-conditioning system for the E28, several of the BMW engineers in charge of this program drove a previous generation E12 5 Series during the middle of summer in Texas. The E12 528i was painted black with a black interior, and driven 500 mi in one day.

The styling was developed under BMW's chief designer Claus Luthe, with development of the E28 beginning in 1975. At the time that BMW was designing the E28, the company had only one computer, which was used for payroll management and spare parts logistics. Wolfgang Matschinsky and his team borrowed that computer to perform the calculations necessary to develop the new drivetrain and chassis. This was due to the fact that the addition of an ABS system necessitated a redesign from the previous model due to excessive vibrations under heavy braking.

Engines
The E28 was the first 5 Series produced with diesel engines (the 524d and 524td models) and with a petrol engined model specifically aimed at increased fuel economy (525e/528e model).

The four models available at the launch of the E28 were the 518, 520i, 525i and 528i, with the 518 using a straight-four petrol engine and the other three models using a straight-six petrol engine. Over the course of the E28 model, the following models were added: the 524d and 524td using diesel engines, the 518i (a fuel-injected version of the 518), the 525e/528e as fuel-economy models, and the upper-specification 533i, 535i, M535i, and M5 models.

A liquid petroleum gas (LPG) option was introduced for some petrol engines in 1984.

Petrol
518: Sold only in some European markets where it suited local tax categories, the 518 was the lowest specification model which used a four-cylinder engine with a carburetor. Factory performance figures for the manual transmission cars are a top speed of 164 km/h and 0–100 km/h acceleration in 14.0 seconds.

518i: The base model in Japan and some European countries, the 518i used a fuel-injected four-cylinder engine. Factory performance figures for the manual transmission cars are a top speed of 175 km/h and 0–100 km/h acceleration in 12.6 seconds. This version was not sold in Germany until the 1984 facelift, when it replaced the carburetted 518.

520i: A mid-range model with the smallest of the available six-cylinder engines. Factory performance figures for the manual transmission cars are a top speed of 190 km/h and 0–100 km/h acceleration in 11.4 seconds.

525e / 528e: The 525e (called 528e in North America and Japan) uses a longer stroke 2.7-litre version of the 6-cylinder M20 petrol engine, is optimised for fuel economy and torque at low engine speed rather than the traditional high revving characteristics of BMW straight-six engines. The "e" stands for the Greek letter eta, for economy. According to BMW, the 525e is more fuel efficient than the 520i, which has the same rated power of 92 kW. Since many markets tax cars based on engine displacement, the eta's larger engine meant that it was not suitable everywhere. The model was expressly developed with the American market in mind. BMW's corporate average fuel economy was at risk of not meeting requirements by 1984, primarily due to higher sales of their bigger, more expensive cars in the early 1980s. In Austria, the 525e was detuned to 88 kW.

Factory performance figures for the manual transmission cars without a catalytic converter are a top speed of 190 km/h and 0–100 km/h acceleration in 10.7 seconds. With a catalytic converter, the figures are a top speed of 188 km/h and 0–100 km/h acceleration in 11.3 seconds

525i: This mid-range model is powered by a 2.5-litre 6-cylinder engine. The 525i was only sold in Europe. Factory performance figures for the manual transmission cars are a top speed of 201 km/h and 0–100 km/h acceleration in 9.8 seconds.

528i: Initially the highest specification available, the 6-cylinder 528i became a mid-range model following the release of the 533i and 535i models. Factory performance figures for the manual transmission cars are a top speed of 215 km/h and 0–100 km/h acceleration in 8.4 seconds.

533i: Only sold in Japan and North America, the 6-cylinder 533i was the highest specification model during its production years of 1983–1984. It was replaced by the 535i.

535i/is: Released in 1984, the 535i replaced the 533i and uses the same 6-cylinder drivetrain as the M535i. In the US there was also a 535is model, which included sport seats and spoilers at the front and rear. Factory performance figures for the manual transmission cars without a catalytic converter are a top speed of 225 km/h and 0–100 km/h acceleration in 7.2 seconds. With a catalytic converter, the figures are a top speed of 212 km/h and 0–100 km/h acceleration in 7.9 seconds

M535i: The top of the regular production model range, the M535i uses the drivetrain from the 535i plus M-Technic suspension, and wheels and body panels not found on any other E28. The M535i was assembled on the standard E28 assembly lines in Dingolfing and Rosslyn. Factory performance figures for the manual transmission cars without a catalytic converter are a top speed of 230 km/h and 0–100 km/h acceleration in 7.2 seconds. With a catalytic converter, the figures are a top speed of 217 km/h and 0–100 km/h acceleration in 7.9 seconds

Diesel

524d: At the 1986 Geneva Motor Show, four years after the introduction of the more powerful 524td model, the naturally-aspirated 524d model was introduced. It was only sold in some markets.

524td: This turbodiesel model was the first diesel car produced by BMW. It entered production in late 1982, when 100 pre-series cars were built. Factory performance figures for the manual transmission cars are a top speed of 180 km/h and 0–100 km/h acceleration in 12.9 seconds.

Drivetrain
BMW offered the E28 with both manual and automatic gearboxes. The torque is transmitted from the engine with a single-disc dry clutch with a torsional damper in the models with a manual gearbox, the automatic models have a torque converter with built in lockup-clutch.

The 4-speed manual transmissions are:
 * Manual transmissions
 * Getrag 242 (for M10 and M20 engine models)
 * Getrag 262 (M30 engines)

The 5-speed manual transmissions are:
 * Getrag 240 (M10 and M21 engines)
 * Getrag 245 (M10 engines)
 * Getrag 260 (M20, M21 and M30 engines)
 * Getrag 265 (M30 engines and 525e/528e)
 * Getrag 280 (M88/3 and S38 engines)
 * ZF S5-16 (M20 engines)

The 3-speed automatic transmissions are:
 * Automatic transmissions
 * ZF 3HP22 (M20 and M30 engines, US market only)

The 4-speed automatic transmissions are:
 * ZF 4HP22 (M10, M20, M21)
 * ZF 4HP22 EH (M20, M30)

Suspension
Independent front and rear suspension is used, with Macpherson struts at the front and a semi-trailing arm design for the rear.

The front suspension was upgraded to use dual links at the bottom of the strut, as first seen on the E23 7 Series. This increases steering offset while cornering, to improve steering feel. Double-acting shock absorbers, coil springs and a front anti-roll bar are used.

The rear suspension is mounted on a delta beam that is connected to the body with three screws in rubber bearings, that have longitudinal play. Some models have a rear anti-roll bar.

The steering on most models is a speed-dependent recirculating ball power steering system made by ZF Friedrichshafen. The 518i has a Gemmer steering system with a double enveloping worm gear, also made by ZF.

Wheel sizes are 14-inch (16-inch for the M5 model) or 390 mm Michelin TRX. All rims have 22 mm positive rim offset.

Brakes
The brakes use a hydraulic dual-circuit brake system with power assistance. The front wheels have disc brakes, that are – except for the 518i – internally ventilated. All models with 2.5 L or more displacement have rear disc brakes (non-vented), while the lesser powered models have rear drum brakes. To prevent the wheels from locking, BMW equipped the E28 after 1984 with an anti-lock braking system, although it was an option in some markets.

M5 model

The E28 was the first M5 model produced, and is powered by the M88/3 and S38 straight-six engines.

North American market models
The North American line-up consisted of the 528e (1982–1988, known as the 525e in Europe), 533i (1983–1984), 535i (1985–1988), 524td (1985–1986), M5 (1986–1987) and 535is (1987–1988).

The launch model was the 528e in 1982, followed by the 533i. The optional automatic transmission was initially a 3-speed (a 4-speed automatic was available in Europe at the time), with a 4-speed automatic transmission becoming optional in 1983. From 1985, all North American models had ABS Brakes as standard.

The North American E28 models had larger bumpers (designed to withstand a 5 mph collision without body damage), which increased the overall length by 180 mm.

The 528i, 533i and 535i were sold with a catalytic converter in the United States.

Instead of importing the M535i, BMW of North America created the 535is. This model is based on a 535i, plus front and rear spoilers, sport suspension and sport seats.

Production of North American market M5 models began in late 1986 (two years after M5 production began for European markets), and it was only produced for twelve months as 1988 model year car. North American M5 models use the S38 engine instead of the M88/3. All North American M5 cars were painted Jet Black and most interiors were tan ("Natur") coloured leather.

Production
E28 production started in July 1981 and ended in December 1987. A total of 722,328 cars were built.

The E28 was still sold in North America as a 1988 Model Year car after its E34 successor had been released in Europe in early 1988. A limited edition model was also sold in South Africa from mid-1987 to the end of 1988.

title: BMW 5 Series (E28)


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BMW 3 Series (E30)

The BMW E30 is the second generation of BMW 3 Series, which was produced from 1982 to 1994 and replaced the E21 3 Series. The model range included 2-door coupe and convertible body styles, as well as being the first 3 Series to be produced in 4-door sedan and wagon/estate body styles. It was powered by four-cylinder petrol, six-cylinder petrol and six-cylinder diesel engines, the latter a first for the 3 Series. The E30 325iX model was the first BMW to have all-wheel drive.

The first BMW M3 model was built on the E30 platform and was powered by the high-revving BMW S14 four-cylinder petrol engine, which produced 175 kW in its final iteration. The BMW Z1 roadster was also based on the E30 platform. Following the launch of the E36 3 Series in 1990, the E30 began to be phased out.

Development
Development of the E30 3 Series began in July 1976, with styling being developed under chief designer Claus Luthe with exterior styling led by Boyke Boyer. In 1978, the final design was approved, with design freeze (cubing process) being completed in 1979. BMW's launch film for the E30 shows the design process including Computer-aided design (CAD), crash testing and wind-tunnel testing. The car was released at the end of November 1982.

Externally, the E30's appearance is very similar to twin headlight versions of its E21 predecessor, however there are various detail changes in styling to the E30. Major differences to the E21 include the interior and a revised suspension, the latter to reduce the oversteer for which the E21 was criticised.

Minor update (1985)
In 1985 the exterior and interior trim were updated. The 323i model was replaced with the 325i at this time and the diesel-engined 324d was introduced. A factory convertible entered the model range. However, the Baur remained on sale, alongside the factory convertible. The M3 convertible was only offered for the European market.

Major update (1987)
At the Frankfurt Motor Show in September 1987, BMW introduced a major update to the E30 (often called Series 2). The changes to the lineup were the addition of the Touring (station wagon) variant and removal of the 325e model. The 1987 update models remained largely unchanged until the end of production, with the addition of the 318is model in 1989.

External styling changes included redesigned rear lights, front bumper and a reduction in the amount of chrome trim. The four-cylinder engine was upgraded from the BMW M10 to the BMW M40 and various other mechanical changes were made. Rust protection was improved with the update.

Body styles
In addition to the two-door coupé and Baur convertible body styles of its E21 predecessors, the E30 later also became available as a four-door sedan and five-door station wagon (marketed as "Touring").

The Touring body style began life as a prototype built by BMW engineer Max Reisböck in his friend's garage in 1984 and began production in 1987. The factory convertible version began production in 1985, with the Baur convertible conversions remaining available alongside it.

Engines
Initially, the E30 used carryover four-cylinder (M10) and six-cylinder (M20) petrol engines from its E21 predecessor. Over the production run, new families of four-cylinder petrol engines were introduced and the six-cylinder engine received various upgrades. A six-cylinder diesel engine was introduced, in both naturally aspirated and turbocharged forms.

Factory specifications are shown below.

Four-cylinder petrol
At the launch of the E30 range in 1982, the 316 used a 1766 cc version of the M10 fed by a carburetor and producing 66 kW. The 318i had the same M10 engine, but with Bosch L-Jetronic fuel-injection, increasing power to 77 kW while also improving fuel economy.

The 1987 Series 2 update introduced a new four-cylinder engine: the M40, which used Bosch Motronic fuel-injection. In the 318i, a 1796 cc version of the M40 was used. The 316i model replaced the 316, using a 1596 cc version of the M40.

The 318iS was released in 1989, using the new M42 engine and only being available with two doors. This is the most modern engine available in the E30 range, incorporating DOHC, the updated Bosch Motronic 1.7, hydraulic valve adjusters and coil-on-plug ignition. In some markets, the M42 engine was used in the 318i/318iC models, instead of the M40.

The M3 is powered by the S14 engine, a high-revving four-cylinder engine.

Six-cylinder petrol

At the launch of the E30 range, the six-cylinder models consisted of the 320i, which had a 2.0 L version of the M20 producing 92 kW, and the 323i, with a 2.3 L M20 producing 102 kW, both using Bosch L-Jetronic fuel injection. These models were not sold in North America, presumably for emissions reasons. In 1985, the 2.3 L engine was replaced with a 2.5 L version of the M20, which produced 125 kW and used Bosch Motronic fuel injection. This engine was available in the 325i variants, including the all-wheel drive 325iX.

An economy version called the 325e was released with a lower revving, more fuel efficient engine. The e is an abbreviation for eta, which is used to represent the thermal efficiency of a heat engine. To maximise low-rev torque, the 325e engine was the largest available in an E30 (aside from the 333i model, which was only sold in South Africa). The 325e engine had a longer stroke than the 325i version, with a more restrictive head, four cam bearings instead of seven, and single valve springs (instead of the dual valve springs used by the 325i version). For versions without a catalytic converter, the 325e engine produced 90 kW at 4250 rpm and 240 Nm at 3250 rpm. By comparison, peak torque for the 325i engine was 215 Nm at 4000 rpm.

The 1987 Series 2 update boosted the 320i to 95 kW and the 325i to 125 kW, and improved fuel economy.

Six-cylinder diesel
In 1983 the M21 engine was unveiled in the new 524td at the IAA, Germany. The M21 engine used a Garrett turbocharger (without an intercooler). The engine has a capacity of 2443 cc and uses mechanical fuel injection.

In 1985 BMW introduced the 324d, a naturally aspirated version of the same M21 engine, which was popular in countries with a high motor vehicle tax.

In 1987 an electronically controlled fuel pump was used which increased the torque output by 10 Nm. The updated engine has a smaller turbocharger, decreasing turbo lag.

Drivetrain

In total, six transmissions were available for the various models of the E30: four manuals, and two automatics. The E30 was offered with rear-wheel drive, or permanent all-wheel drive (325iX saloons and estates only).

Manual transmissions

 * 4-speed Getrag 242 — 316 and 318i models
 * 5-speed Getrag 240 — 316, 318i and 320i models (with a different bellhousing for the 320i, to suit the BMW M20 engine, and another different bellhousing to suit the later M42-engined 318i/is).
 * 5-speed Getrag 260 — 323i, 325e, 325es and 325i models.
 * 5-speed Getrag 265 — M3 model (dog-leg shift pattern for European models and a standard H-pattern for North American models).

Automatic transmissions

 * 3-speed ZF 3HP22 — 1981 to 1985.
 * 4-speed ZF 4HP22 — 320i and 323i models until 1985, available on all models from 1985 onwards.

Suspension
One of the features that added to the roominess of the E30 was the suspension. The front MacPherson struts and rear semi-trailing arm suspension were a compact arrangement that left a lot of cabin and boot space for the car's overall size. The semi-trailing arms have been criticized for the dynamic toe and camber changes inherent to the suspension geometry, causing bump steer in hard cornering situations (such as racing and autocross). Nonetheless, reviewers praised the handling of the E30.

A widened version of the E30 front suspension and the drivetrain from the E30 325i were used in the BMW Z1 roadster. The BMW Z3 and BMW Compact (E36/5) rear suspensions are also very similar to the E30, but utilizing five-lug hubs. The Z3-based BMW M Coupé uses a widened version of the same rear semi-trailing arm suspension along with stronger hubs.

Brakes
For the front wheels, all models use disc brakes. Early 316/318 models have solid discs, while all subsequent models have vented discs. For the rear wheels, most models use solid disc brakes, except for some early models: 4cylinder & 6cylinder models which use drum brakes. Anti-lock braking system (ABS) became available in 1986.

United States & Canada

The model range in the United States consisted of the following:
 * 318i (1984-1985 using the M10 engine, then 1991 using the M42 engine)
 * 318is (1991 only)
 * 325, 325e and 325es
 * 325i, 325is (1987-1991 only)
 * 325ix (1988-1991 only)

The primary distinctive feature of the BMW E30 models produced for the North American market in 1984–1987 is the protruding front and rear aluminum bumpers. These bumpers are commonly known as "diving boards." In 1987, the anodized aluminum bumpers for the North American market were shortened by revising the cover/fillers and shortening the shock absorbers on which they were mounted. In mid-1988 (for model year 1989), shorter body-coloured plastic bumpers replaced the aluminium ones altogether.

South Africa
In South Africa, only the two-door and four-door sedans were built, four cylinder gasoline (petrol) models production continued there until 1992.

Despite the introduction of the M40 engine, the old M10-powered 316 continued to be sold in South Africa until 1991, gaining the new bumpers when the range was updated.

The 333i is a South Africa-only model, and the South African 325iS models were a different specification from 325iS models sold in other countries.

M3 model

The BMW M3 utilised a widened and heavily redesigned variation of the two-door body style, therefore the M3 shares few body parts with other E30 models. The M3 suspension is also significantly different from regular E30 models, including five-lug wheel bolts.

Alpina models

The Alpina C1, C2, B3 and B6 models were based on the E30.

320is

For Portugal and Italy only, due to considerably higher taxes for cars with engines exceeding 2000 cc, a special model was created: the 320is. The four-door version appeared in the dealers' showrooms in September 1987 while the two-door followed in March 1988. Production of the 320is continued until 1991.

This model was equipped with a 1990 cc version of the S14 engine from the M3, with stroke reduced to 72.6 mm. This engine produced 141 kW at 6900 rpm and 212 Nm at 4,900 rpm. The 320is shared the same dogleg Getrag 265 gearbox of the non-US M3 while it had a limited slip differential with the same 25% lock up rate but with a shorter differential ratio of 3.46:1. All the 320is models were left hand drive and without a catalytic converter. Sports suspension was fitted to all two-door models, and to four-doors produced from September 1989.

The interior of the 320is was identical to that of other 3 Series models, except an M3 instrument cluster (which features an oil temperature gauge instead of a fuel economy gauge) was used. The 320is was sold for three years, with 1,206 four-doors and 2,542 two-doors produced.

M325i
In New Zealand, where the M3 was never sold by BMW, the local importer created a sporting version of the sedan called M325i. About 100 such cars were imported beginning in late 1986 until at least 1990. Fitted with the standard non-catalyzed 125 kW 2.5 litre engine they benefited from a Motorsport tuned suspension, the M-Technic body package, 15-inch BBS cross-spoke wheels with wide, low profile (225/50) tyres, and a limited-slip differential. The M325i is quite similar to the British market 325i Sport, also developed as a response to the absence of a right-hand-drive M3.

333i
BMW South Africa's Motorsport division created the 333i in 1985 by fitting the 3.2 L M30 "big six" engine to a two-door E30. The resulting 333i was a success in South African saloon car racing. These cars were built with help from Alpina in Buchloe, Germany. Due to the space constraints caused by the large M30 engine, the buyer was forced to choose between air conditioning (highly desirable in South Africa) and power steering. Cars with power steering are distinguished by having foglights, cars with air-conditioning instead had ducts providing fresh air for the air-conditioning. The 333i was produced from 1985 to 1987 and only 204 cars were produced.

The 333i engine produces 145 kW at 5500 rpm and 285 Nm at 4300 rpm. BMW's official performance claims are 0 – in 7.4 seconds, and a top speed of 228 kph.

South African 325iS
The 325iS (Gusheshe) was created by BMW South Africa to replace the 2.5 litre 126 kW 325i in Group N production car racing, as a response to the introduction of the Opel Kadett 2 litre 16V to the Class A category. Early 325iS cars had a 2.5 litre motor, and various weight lightning interventions including alloy doors and drilled out sections in boot hinges and other steel pressings. The 2.7 litre 325iS, commonly called Evo 2, replaced the 'Evo 1' cars, Evo 2 cars had standard doors. It was launched in the first half of 1990 and was powered by an Alpina-fettled, 2.7 litre M20 engine which produced 145 kW. Following the introduction of the upgraded Opel Kadett 16V SuperBoss, in 1991 BMW South Africa introduced the 325iS Evolution HP, commonly referred to as the Evo 2. The motor was upgraded to produce 155 kW.

The Evolution HP won the Group N Class A title in 1993, winning 20 of the 24 races in the process. The Robbi Smith and Geoff Goddard Evolution HP won the season-ending 9hr race.

323i JPS
The John Player Special Edition is an Australian-only limited edition special offered by BMW Australia as a tribute to the M3 race cars competing in local touring car racing. JPS refers to the BMW race team sponsor, John Player Special cigarettes. The cars were based on two-door 323i with manual transmission, painted in black with gold pinstripes and gold BBS wheels. They also had Recaro sports seats, JPS badging, a limited slip differential, sports suspension, a sunroof (optional) and a body kit. The cars were ordered from the factory as a base 323i in black with a fixed selection of options - all of which were otherwise available to order but priced at a substantial discount as an Edition package. The pinstripes were added in Australia and the wheels were also gold anodised in Australia. The production run was 70 cars.

Production
The E30 was produced in Munich, Germany; Regensburg, Germany; and Rosslyn, South Africa. Series production began in October 1982.

Models sold in Indonesia and Thailand used complete knock-down kits produced in Germany, which were assembled in Jakarta and Bangkok respectively.

Production of the E30 began to wind down in 1990, due to the introduction of the E36 3 Series coupé models. Sedan production concluded on April 30, 1991, at Regensburg. Other variants were phased out gradually, until the final E30 model, a Touring, was produced in 1994, and sold as a 1995 model year.

Motorsports

The E30 M3 had a very successful career in Touring car racing.

The E30 remains a popular car for racing  and E30-specific racing series such as the National Auto Sport Association's Spec E30 class are run in the United States, Australia and New Zealand.

title: BMW 3 Series (E30)


text:
Talk:Mieszko II Lambert

Text of Article needs a complete re-write
The author of the text of the article appears not to be fluent in English, and the text contains many, spelling, grammatical and syntactical errors. which render it unclear and/or unintelligible in many places. The article requires a complete re-write. I would attempt this, but am not fully conversant with the historical context of Mieszko's reign. Geoff Powers (talk) 14:01, 23 July 2010 (UTC)
 * Indeed. Some of that errors may be caused by translating the Polish version of article via Google Translate. The Polish chronicles clearly stated that he died of natural causes; the information that he was murdered by a swordfish, given by the chronicles of Gottfried of Viterbo, refers to Bezprym.  Yeah, right. And then that murderous swordfish has jumped the shark. This article needs new category: Monarchs allegedly killed by aquatic animals. Nachasz --213.146.48.245 (talk) 06:29, 11 July 2012 (UTC)

I agree Google Translate was probably involved. "Miecznik" Swordbearer, is no fish here, but a state functionary (or court member if you wish). Another translating mistake: The Polish version tells; Mieszko, after returning to power in one of the three dukedoms Poland fell apart into, managed to reunite most parts of Poland, but didnt managed to reinstall the state structures. (so the state was not properly stabilisated). While the article here at this moment tells he had made good use of the old state structures. /StefanZ — Preceding unsigned comment added by 78.69.228.145 (talk) 12:10, 23 January 2013 (UTC)

Untitled
What does this mean: 'the uprising was caused by the aristocracy because of the expulsion' or 'the uprising was caused because of the explusion by the aristocracy'?

The last paragraph would be better off in Casimir I of Poland

Why has Vazul been redirected to Mieszko of Hungary?
Michael/Mieszko of Hungary and his brother, Geza, were sons of Taksony of Hungary. Michael of Hungary was sometime Regent of Poland by way of his wife, Adelaide "the White" of Poland, who was the sister of Michael/Mieszko I of Poland.

Their son was Vazul, Prince of Hungary.

Michael II of Poland was son of Bolezlav I "The Brave", who was the son of Michael/Mieszko I.

The redirection seems improper. The origin of Vasul is in doubt, but his Hungarian name Vászoly seems derived from the Byzantine Greek Βαςιληος (King/Emperor), then pronounced something like "Vasilius" as represented in Russian Vasily. The only other possible derivation that I can imagine is some cognate of the Czech Václav (Wenceslas), which is even more of a stretch. It is also possible that the king attempted to adopt the Greek-like Vászoly as a title as a distinction from a mere 'king' (Hungarian király).

Most peerage sites suggest, of course, that Vászoly is the son of a Taksony, who is definitely not Polish. He is definitely part of the Árpád dynasty -- not the Polish Piast dynasty. The name Mieszko is easily rendered in Hungarian as Miesko (Hungarian s and sz are equivalents of Polish sz and s, respectively), and even if Mieszko is in fact a diminuitive of "Michael", it would more easily be treated as the Hungarian Mihály.

Any attempt to state that a historical figure had two different identities requires strong and positive evidence (as in public records), and not so flimsy connection as the appearance of someone at roughly the same age in a second place after another has disappeared from another. One would have to establish, at the least, that a Polish prince who became King of Hungary would speak funny or bring foreign ways. It is safe to assume that Poland and Hungary were at least as culturally and linguistically different then as they are now. The absence of contradictory evidence is not proof even in the scarcity of confirming evidence of a more reasonable position: that Vászoly/Vasul and Mieszko are two different persons. --66.231.41.57 21:52, 30 November 2005 (UTC)

 * The following discussion is an archived debate of the . Please do not modify it. Subsequent comments should be made in a new section on the talk page. No further edits should be made to this section.

no consensus. Haukur 21:40, 22 June 2006 (UTC)

Move request
Mieszko II Lambert to Mieszko II of Poland. We do not use nicknames without extraordinary reasons. I propose the systematic name for this king. (He was one of the rarer monarchs of early period who was a recognized King). Marrtel 18:25, 12 June 2006 (UTC)

Poll

 * Write Support or Oppose and an optional one-sentence reason. Longer parts of opinions then below at discussion.

 * Support. As nominator. Marrtel 18:32, 12 June 2006 (UTC)
 * Oppose so far I have seen the user opposes names based on opinion that they were made by "Polish nationalist minority". Such rude comments should be outside of wiki and certainly not a basis for changes.--Molobo 19:52, 12 June 2006 (UTC)
 * Support. john k 20:04, 12 June 2006 (UTC)
 * Oppose. Mieszko II would be more than adequately disambiguating, and shorter. Angus McLellan  (Talk) 20:17, 12 June 2006 (UTC)
 * Suppose. Logical and accurate. Explains who and where, the two key questions. FearÉIREANN [[Image:Map of Ireland's capitals.png|15px]]\(caint)|undefined 20:25, 12 June 2006 (UTC)
 * Erm, was that "support" or "oppose"? :) --Elonka 18:38, 14 June 2006 (UTC)

 * Oppose. Mieszko II to parallel Mieszko I would be better. Dpv 20:32, 12 June 2006 (UTC)
 * Oppose. First of all the name would be dead wrong as the nominator apparently forgot about the real Mieszko I. Second, the current name is more informative and inline with all of the other Polish monarchs which don't use the 'of Poland' part but use nicknames/surnames instead, which is more popular in English literature then the 'of country' adopted on Wiki only for cases where disambigs where needed As there are no other Mieszko's to confuse people we don't need the 'of country' here.--Piotr Konieczny aka Prokonsul Piotrus Talk 21:46, 12 June 2006 (UTC)
 * Support Charles 21:52, 12 June 2006 (UTC)
 * Support, though I'd prefer to fix the matter totally, and not by such case by case polls.  // Halibutt 22:15, 12 June 2006 (UTC)
 * Oppose. KonradWallenrod 07:06, 13 June 2006 (UTC)
 * Oppose. Agree with Piotrus here. Orionus 13:09, 13 June 2006 (UTC)
 * Support Use English, and state where he ruled. --Matthead 21:31, 13 June 2006 (UTC)
 * Support, per other comments. - Calgacus (ΚΑΛΓΑΚΟΣ) 00:49, 14 June 2006 (UTC)
 * Oppose. Anatopism 02:50, 14 June 2006 (UTC)
 * Oppose. — logologist|Talk 03:06, 14 June 2006 (UTC)
 * Oppose. What's so hard about "Lambert"? - Mattergy 07:28, 14 June 2006 (UTC)
 * Oppose Radomil talk 15:11, 14 June 2006 (UTC)
 * Oppose. The current name is acceptable to me because it is reflective of usage in major English-language reference works. 1979 Encyclopedia Britannica, in the "Mieszko" article, refers to him as Mieszko II Lambert, and he is also Mieszko II Lambert in the online version  (which is notable because the two versions don't always agree).  Most other places I checked either didn't mention him at all or had him simply as Mieszko or Mieszko II, but I don't see that as sufficient reason to change the current name. --Elonka 18:38, 14 June 2006 (UTC)
 * Support--Aldux 20:51, 16 June 2006 (UTC)

Discussion
The format "Name Ordinal of Country" is not only for cases where there is ambiguity. It is applied to others as well for consistency. There is no other Sancho VII than Sancho VII of Navarre, so why the "of Navarre"? Because then all the Navarrese monarchs would be titled inconsistencly with Sancho IV of Navarre distinguished from Sancho IV of Castile, but Sancho VII with no apparent connection to his predecessor Sancho IV. To newcomers to the topic, it could be very confusing. The "of Country" part is informative. Srnec 01:53, 13 June 2006 (UTC)

 * The above discussion is preserved as an archive of the debate. Please do not modify it. Subsequent comments should be made in a new section on this talk page. No further edits should be made to this section.

Sockpuppetry
Please note, that in the poll above, are confirmed sockpuppets. The outcome of the vote may change based on this information -- Chris 73 | Talk 22:42, 23 June 2006 (UTC)

Change categories' sort orders
I hope nobody objects; I've changed the default sort order in the categories. It had been set to sort as Lambert, Mieszko II. At least in Category:House of Piast it makes more sense--and is more consistent with the bulk of the other entries--to have it sort as Mieszko. His name was Mieszko; Lambert seems to be more of a nickname than a surname. If anybody feels that it should be the other way in some other category, perhaps they could change it for that particular category, rather than across the board. 71.126.140.136 (talk) 19:31, 18 April 2010 (UTC)Stephen Kosciesza

Correct, Lambert was his second name, so not surname. Mieszko is known as Mieszko, yes. I would think most Poles even dont know he has this second name. I didnt/StefanZ. — Preceding unsigned comment added by 78.69.228.145 (talk) 11:53, 23 January 2013 (UTC)

Several other member of the family did get the name Lambert, among them the later Danish king, Cnut the Great, a brother-in-law to Boleslaw Chrobry since he was married to Mieszko's daughter Svietoslawa for some years. I will come back with more information and a source for this. 87.57.196.71 (talk) 20:15, 11 February 2015 (UTC)Jan Eskildsen

title: Talk:Mieszko II Lambert