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Seán Quinn

John Ignatius Quinn, commonly known as Seán Quinn (born 5 December 1947), is an Irish businessman and conglomerateur. In 2008 he was the richest person in the Republic of Ireland, but in 2012 he was declared bankrupt.

The Sunday Times Rich List in 2008 estimated his personal worth to be €4.722 billion or £3.73 billion, thereby making him the richest person in Ireland. Forbes magazine's 2008 Rich List listed him again as the richest person in Ireland, in 164th place amongst the wealthiest individuals in the world. His net worth, as of February 2008, was estimated at $6.0 billion, approximately £3.084 billion.

In November 2005 the Quinn Group, which was then privately owned by the Quinn family, was elsewhere estimated to be worth between €4 billion and €5 billion. In 2007 the group made a pre-tax profit of £439m. In April 2011 Kieran Wallace of KPMG was appointed as share receiver to Anglo Irish Bank (to which the Quinn Group owe over €2.8 billion) and took control of the Quinn family’s equity interest in Quinn Group. Sean Quinn and the Quinn family no longer have any role in the management, operations or ownership of the Quinn Group. Quinn was declared bankrupt on 11 November 2011 in Northern Ireland; this was annulled on appeal but he was declared bankrupt in the Republic of Ireland on 16 January 2012. He did not oppose the application. He owed over €2 billion to the Irish Bank Resolution Corporation.

Quinn was sentenced at the High Court in Dublin on 2 November 2012 to nine weeks in jail, due to contempt of court. Quinn's son-in-law, Niall McPartland, successfully used "right to be forgotten" legislation to remove articles from internet search listings that highlighted their lavish lifestyle before becoming bankrupt, along with key parts of Quinn's bankruptcy.

Foundation and early years
Quinn took over the family farm in late 1967, after the passing of his father, Hugh, who had bought it for £2,000. A number of other local farmers had excavated gravel in the 1950s and 1960s--the land, while being agriculturally poor, was mineral rich. Farming had not made the family much money and Quinn did not particularly enjoy it.

In an interview with Ireland's Sunday Business Post, Quinn attributed his initial success to the contacts he developed through the Gaelic Athletic Association (GAA). These contacts enabled him to build a company spanning both sides of the Irish border when, in 1973, he borrowed £100 and started extracting gravel from his family 23 acre farm, washing it and selling it to local builders. The company was called Seán Quinn Quarries Ltd. From this came Quinn Cement, the basis of his wealth. In recent years Quinn diversified with his Quinn Group playing a leading role in Ireland's hospitality industry, setting up Quinn Hotels. The centrepiece hotel was the Slieve Russell Hotel in Ballyconnell, County Cavan. He maintains interests in Ireland's glass, radiator and plastics industries with Quinn Glass, based in Fermanagh, and Quinn Lite Pac, based in County Longford. As of 2009, the Quinn Group employed more than 5,500 people throughout Ireland.

Quinn Financial Services, founded in 1996, includes the Quinn Direct insurance business. With its headquarters in Cavan, it made €123 million profit in the first six months of 2006 (up 38% on the previous year), on sales of €386 million between January and June 2006.

In January 2007 the Quinn Group purchased Ireland's second biggest health insurance provider, Bupa Ireland, for €150 million in a deal that saved BUPA from leaving Ireland's health insurance industry. In the same month Quinn increased his share holding in the Anglo Irish Bank to approximately 5%, for an equivalent value of €570 million – financed through the group's equity and through a deal with the Swiss-based giant Credit Suisse.

Throughout 2007 peaking in July 2008 Quinn increased his family's stake to 15% in Anglo Irish Bank. The bank along with all financial institutions in Ireland saw its share price collapse in the latter half of 2008, and on 15 January 2009 the Irish government announced it had taken control of the bank. Shares were trading for as little as 20c (from a high of €10.15c) before the takeover.

Recession of 2008
Forbes Rich List had estimated that the Quinn family's net worth took a major hit in 2008-09, with Denis O'Brien replacing Quinn as Ireland's wealthiest person.

Anglo-Irish Bank investment
A large part of the subsequent loss can be linked to the well-publicised near collapse of the Anglo Irish Bank, which wiped out at least €2.8 billion of the family's wealth. Between October 2005 and July 2007 Quinn built up a 28% stake in the bank, mainly through contracts for difference, a financial instrument used to gamble on the bank share price. Quinn admitted at the time in an RTÉ Prime Time interview that it had "set the company back 2 to 3 years".

In 2008 the shares or contracts for difference bought in Anglo Irish Bank dropped in value and the bank had to find a buyer for Quinn's shares. A group of clients known as the "Golden Circle" bought the shares, and, controversially (and illegally), the bank lent them €451 million to buy them. The €451 million was never repaid as the Anglo Irish Bank hidden loans controversy emerged, following which the bank was nationalised in 2009.

Quinn Insurance
In 2008, Quinn Insurance was levied a record €3.25 million fine from the Financial Regulator in the Republic of Ireland with Quinn personally being fined €200,000. These fines were related to loans issued from Quinn Insurance to an associated company that he controlled. "These loans breached insurance regulations and as a result of this the Financial Regulator has sanctioned Quinn Insurance and myself. I accept complete responsibility for this breach of regulation." The fines arose from a failure to notify the regulator of a loan of €288 million from Quinn Insurance to other firms in his group. The cash was used by the Quinn family to cover falling stock market investments and finance share-buying in Anglo Irish Bank. On the back of the fines, Quinn stepped down from the board of Quinn Insurance and a number of other Quinn Group boards announcing plans to restructure the boards to reflect those of a public company. In March 2010 The High Court in Dublin ruled that Quinn Insurance should be placed into administration.

Quinn Insurance had made losses of €905m in 2009, and €160m in 2010, and the Irish Government passed the Insurance (Amendment ) Bill 2011 which imposed a 2% levy on all other Insurance policies to meet an estimated €280m shortfall to the state's Insurance Compensation Fund. Because part of the losses were caused by Quinn Insurance loans to fund speculative investments for other Quinn family companies, Clare Daly commented that – "A large percentage of insurance losses result from speculative gambling on the property market by the family and, in effect, the legislation provides for the transfer of those gambling debts on to the shoulders of hard pressed taxpayers and working people who need to insure cars, homes and so on." The cost to Irish policyholders will come to €65m annually over five years.

Liquidation litigation from 2010
With Anglo Irish Bank's financial difficulties Quinn was pursued in 2010 for his loans from it, then about €2.8 billion secured on property worth much less. In April 2011 the loans were formally called, and an ongoing series of court cases are underway in several jurisdictions. In particular, his overseas holding company, Quinn Investments Sweden, was wound up in July 2011.

In July 2011 Anglo Irish Bank was renamed as the Irish Bank Resolution Corporation (IBRC).

It was found in late 2011 that some of the Swedish company's assets had been transferred to family-controlled companies in Cyprus, leading to a fresh round of litigation there. It was alleged by the liquidator that property owned in Russia worth $193m had been sold to a cousin, Peter Quinn, for $1,000 and a laptop computer. The Quinn family described the allegations as "baseless and hardly deserving of comment". Other property in Kyiv, Ukraine, that was 93% controlled from Sweden was the subject of further proceedings in December 2011.

Separately, Quinn's wife and children have started legal proceedings in Dublin in 2011 alleging that the €2.34 billion that he borrowed from Anglo-Irish Bank to buy the bank should not be repayable because the money was lent for the unlawful purpose of supporting the bank's share price. He has been joined as a third party in the case.

The Quinn Group liquidator's staff have said that since its liquidation in April 2011 an unusual amount of damage has been caused to the Quinn Group's property, and an executive's car was burnt out at his home.

On 11 November 2011, Quinn said that he had applied for voluntary bankruptcy in Belfast, and issued a statement asking the media to consider his views as well as the bank's. The case was filed under his legal name of John Ignatius Quinn, using an address in Northern Ireland, and he admitted debts of €194m. Within days the IBRC said it would challenge the Belfast application in the commercial court in Dublin, alleging that Quinn had only used a Republic of Ireland address in directors' filings for 95 companies and none in Northern Ireland (at the time, personal bankruptcies lasted for 12 years in the Republic, but only for 1 year in Northern Ireland).

However a check of the electoral register for County Cavan clearly showed Quinn registered as a resident of the Republic of Ireland, having a vote in all elections, obviously contradicting the evidence given to the Belfast Court that he was only resident in County Fermanagh.

On 10 January 2012 the High Court in Belfast annulled the Bankruptcy Order against Quinn, and later that day the High Court in Dublin agreed to expedite the hearing of a petition to render him bankrupt in the Republic of Ireland. He was declared bankrupt in the Republic of Ireland on 16 January 2012.

In July 2012, Seán Quinn, his son Seán Jr and Peter Darragh Quinn were served with around 30 coercive court orders intended to reverse asset-stripping measures, after courts had earlier found that all three acted in contempt of orders restraining asset-stripping. Seán Quinn was not jailed as the judge agreed to a request by IBRC that he remain free to secure compliance with the coercive orders. However, representatives of IBRC have complained that Seán Quinn Sr. has "done nothing to purge his contempt and reverse the asset stripping since the July 20th coercive orders were made". The bank was concerned that asset-stripping was still going on and that assets could be "irretrievably lost". Seán Quinn was sentenced by Ms Justice Elizabeth Dunne at the High Court in Dublin on 2 November 2012 to 9 weeks in jail, noting that "In my view he has only himself to blame."

Quinn was released from Mountjoy Prison on 3 January 2013, although he had been allowed to attend the christening of his granddaughter in December. On 24 January, a two-day cross-examination began in court of all five adult children of Quinn. The cross-examination was conducted by lawyers for IBRC and the goal was to establish whether the members of the Quinn family have complied with court orders to provide full details of their bank accounts and other assets. As it turned out, substantial sums of money had been paid by Russian subsidiaries of Quinn's real estate business to his children and other family members in 2011/12. For example, Colette Quinn received €340,000 after having allegedly signed a contract "without understanding it as it was in Russian" and having "had no documents indicating what work she was expected to do". She also admitted to being a director of "about eight Cypriot companies". Most of the money has allegedly since been spent, but no receipts were available to support that claim.

Since the government liquidated IBRC in February 2013, the Quinn family has been thinking about a legal challenge to the constitutionality of the IBRC act. This act put an immediate stay on all existing legal proceedings against IBRC, including one brought by the Quinn family which claims that they are not liable for a €2.34bn loan made to Quinn by Anglo Irish. A court hearing on the validity of the stay has been set for 7 March.

In July 2013 Mr Justice Peter Kelly of the High Court said that it was "simply incredible" to accept claims by five Quinn children and three of their spouses that they could not produce documents about their alleged employment by Russian companies. He said they had been paid "very large" sums that together came to nearly two million euro "in a very strange way". In a judgement he said that they had made "substandard" disclosure of documents and directed defendands (except Brenda Quinn – not employed by any company in IPG) to make fuller disclosures about their "highly lucrative" contracts of employment with IPG companies. The full hearing was then parked pending legal proceedings against some former executives of Anglo Irish Bank.

Overseas business
The Quinn Group had expanded into the hospitality industry overseas, with hotels in the Czech Republic, United Kingdom, Bulgaria and Poland. The Quinn Group took control of the Prague Hilton, the largest five-star hotel in Prague, in 2004. It paid €145 million for the 788-room Hilton and the Ibis Karlin. The group also acquired the Hilton Hotel in Sofia, Bulgaria. In 2005 the group bought The De Vere Belfry hotel and golf course in England. In 2004 Quinn Direct insurance expanded into the UK motor and commercial insurance market. Quinn Direct Insurance sponsored the British Masters tournament there in May 2006.

On 7 March 2007, Quinn spoke publicly for the first time in 10 years at a conference at the Slieve Russell hotel organised by the Cavan County Enterprise Board, at which he outlined the strategic aims of the Quinn Group in the immediate future. As of April 2011 Quinn and the Quinn family no longer have any role in the management, operations or ownership of the Quinn Group.

The currently ongoing litigation about asset-stripping involves former properties of Quinn's in Ukraine and Russia. In Kyiv, the IBRC has been trying to establish control over the Univermag "Ukraina" mall – so far unsuccessfully. In fact, IBRC has hired Russian Alfa Group's asset recovery arm to enforce its claims. In Russia, IBRC is still struggling to establish its control over the Kutuzoff (or Kutuzov) Tower.

Personal life
Quinn was born in Derrylin, County Fermanagh, near the border with County Cavan. In the 1960s, there was much poverty in the area and few diversions other than football, a pursuit at which Quinn spent much of his teenage years. He and his brother Peter played Gaelic football for Teemore Shamrocks. The team won the Fermanagh County Championship in 1969, the first for the club since 1935. The club won three more county titles in the 1970s, and Seán Quinn eventually captained the Fermanagh county team.

Peter became a financial advisor, and in 1990 he was elected President of the Gaelic Athletic Association (GAA), Ireland's largest sporting and cultural organisation, a position he held between 1991–1994.

The Quinn Group was also an important sponsor of Fermanagh GAA. Quinn's involvement in the GAA was, in the words of one commentator, "a constant theme throughout the group". In the words of one associate, "The GAA forms a big part of Seán's life. Aside from that, he drinks the occasional jar in pubs in Ballyconnell and enjoys the odd game of poker." Quinn also donated land to Kildallan GFC, which was used in the development of a training field.

On 18 May 1999, Quinn was awarded an Honorary Doctor of Laws from NUI Maynooth. He also holds an Honorary Doctorate from Queen's University Belfast (QUB).

Quinn is married to Patricia, and they have five children. His children – Seán Jnr, Colette, Ciara, Aoife and Brenda – all work in the family business. His son, Seán Jnr, lined out for the Fermanagh minor team. Collette Quinn was also director of BOUVERIE NO.1 LIMITED Ultimate Holding Company QUINN PROPERTY INVESTMENTS LIMITED, Shareholder funds -£87,531,000  – now in liquidation [creditsafe.uk]

In 2012, Quinn was jailed for three months for contempt of court, having allegedly engaged in asset stripping, e.g., by arranging a payment of US$500,000 to the general director of Quinn Properties Ukraine, just before losing control of the company. Quinn lives with his wife and family in Ballyconnell, Tullyhaw, County Cavan, next to his Slieve Russell Hotel and just down the road from his birthplace in Derrylin.

title: Seán Quinn


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Edward Paget

General Sir Edward Paget (3 November 1775 – 13 May 1849) was a British Army officer.

Career
Born the fourth son of Henry Paget, 1st Earl of Uxbridge, Edward Paget became a cornet in the 1st Regiment of Life Guards in 1792. He was Member of Parliament (MP) for Caernarvon Boroughs from 1796 to 1806.

In 1808, he was with John Moore in Gothenburg assist the Swedish in the Finnish War. Moore's disagreements with Gustavus IV soon led to their being sent home where they were ordered to Portugal.

He served in the British Army during the Peninsular War commanding the reserve at the Battle of Corunna in 1809 and then conducting the advance to Oporto in 1809, during which he lost his right arm. He was second in command under Arthur Wellesley, 1st Duke of Wellington in 1811 and was captured by French cavalry in 1812 and kept a prisoner for two years until the end of the War.

From 1816 to 1821 he was a Groom of the Bedchamber in the service of George IV, including a period 1816-1820 when the latter was Prince Regent during the mental illness of his father, George III.

Briefly serving as the Governor of Ceylon in 1822, he was appointed Commander-in-Chief, India on 13 January 1823 and conducted the Burmese campaigns of 1824 to 1825, relinquishing his role of as Commander-in-Chief on 7 October 1825. He commanded the British troops who suppressed the Barrackpore mutiny of 1824. In 1826 he was appointed Governor of the Royal Military College, Sandhurst. He was also Governor of the Royal Hospital Chelsea from 1837 until 1849.

His eldest brother Henry William, 2nd Earl of Uxbridge (1768–1854), was in 1815 created Marquess of Anglesey and is best remembered for leading the charge of the heavy cavalry at the Battle of Waterloo. The third eldest brother, Sir Arthur Paget (1771–1840), was an eminent diplomat during the Napoleonic Wars, the fifth, Sir Charles Paget (1778–1839), served with distinction in the navy, and rose to the rank of vice-admiral.

Legacy
The Memorials to Governors in the Chapel of the Royal Military Academy, Sandhurst includes: "In Memory of General the Honble. Sir Edward Paget, G.C.B., Colonel 28th Foot. Died 13th May, 1849, aged 73 years. His war services are as follows: —Holland, Nimeguen, Gueldermalsen, 1794-5; Cape St. Vincent, 1797 Minorca, 1798 ; Egypt, three actions, wounded, 1801 ; Bremen, 1805 ; Sicily, 1806-7 ; Sweden and Portugal, 1808 ; Corunna and Passage of the Douro, lost right arm, 1809; Second-in-Command to Wellington, Retreat from Burgos, taken prisoner, 1812. Commander-in-Chief in India, 1822-25. Governor of this College, 1826-37. Afterwards Governor of Chelsea Hospital."

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

title: Edward Paget


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Diet Pepsi

Diet Pepsi, currently stylised in all caps as Pepsi Diet, is a diet carbonated cola soft drink produced by PepsiCo, introduced in 1964 as a variant of Pepsi with no sugar. First test marketed in 1963 under the name Patio Diet Cola, it was re-branded as Diet Pepsi the following year, becoming the first diet cola to be distributed on a national scale in the United States. In the 1960s and 1970s, its competition consisted of the Coca-Cola Company's subsequently discontinued Tab. The United States represents the largest single market for Diet Pepsi.

History
Diet Pepsi was originally test marketed in the United States under the name Patio in 1963. Following a positive reception attributed to the shifting dietary habits and preferences among Baby Boomers, the drink was launched nationally as Diet Pepsi the following year. It became the first diet cola to be distributed on a national scale in the US. Distribution was extended to the United Kingdom in 1983, where it is also referred to as Pepsi Diet.

Distribution has since expanded to other countries around the world; though an alternate name is used in certain countries. In Italy, Czechia, Poland, Argentina, Spain Greece, Turkey, Russia, Ukraine, and Brazil, the beverage is known as Pepsi Light.

Diet Pepsi competed primarily with The Coca-Cola Company's Tab in the 1960s and 1970s; however, The Coca-Cola Company introduced Diet Coke in 1982, which has since been the principal competing product to Diet Pepsi. As of 2010, Diet Pepsi represented a 5.3 percent share of all carbonated soft drink sales in the United States, and was ranked as the #7 soft drink brand by volume. In the same year, Diet Coke was recorded as having a 9.9 percent market share.

In December 2012, an AP article reported that Diet Pepsi was changing its sweetener to sucralose ahead of a major rebranding of the soft drink set for January 2013. In 2015, some people on Facebook and Twitter expressed their distaste for the new formula. In response, Pepsi revived its aspartame formulation, as "Diet Pepsi Classic Sweetener Blend" for US markets in September 2016, and it was sold alongside the new formula. PepsiCo later announced plans to revert Diet Pepsi's sweetener from sucralose to aspartame. The new formulation was released marketwide on February 25, 2018.

Flavor variations
Additional variations of Diet Pepsi have been introduced over the years, wherein other flavors (such as wild cherry, vanilla, lemon, and lime) have been added to the cola. A caffeine-free version of Diet Pepsi is also produced. In Australia, this variant is known as Pepsi Light Caffeine Free and has a gold label. It's only available in 1.25 litre bottles, and the ingredients are listed as Carbonated Water, Caramel Color, Phosphoric Acid, Aspartame, Sodium Benzoate, Acesulfame Potassium, Flavour (Natural), and Citric Acid. The availability and brand identification of Diet Pepsi flavor variants varies by country. In addition to Diet Pepsi, PepsiCo also produces the low-calorie colas Pepsi Max and Pepsi Zero Sugar, depending on the country.

Composition
In the United States, Diet Pepsi is marketed as having zero calories, as FDA guidelines categorize products with fewer than five calories per serving to be labeled as containing "zero calories".

Though Diet Pepsi is represented worldwide as a low- or no-calorie beverage, the ingredients comprising its makeup vary in some cases by the country of origin. In the US, its ingredients are recorded as "carbonated water, caramel color, aspartame, phosphoric acid, potassium benzoate (preserves freshness), caffeine, citric acid, natural flavor, acesulfame potassium; phenylketonurics: contains phenylalanine". In Canada, the ingredient listing reads: "carbonated water, caramel color, phosphoric acid, aspartame (124 mg/355 ml, contains phenylalanine), sodium benzoate, caffeine, flavor, acesulfame potassium (32 mg/355ml), citric acid, dimethylpolysiloxane". Comparatively in the UK, Diet Pepsi is listed as consisting of "carbonated water, colour (caramel E150d), flavorings (including caffeine), phosphoric acid, sweeteners (aspartame, acesulfame K), acidity regulator (sodium citrate), preservative (sodium benzoate), citric acid, contains a source of phenylalanine".

The initial formulation of Diet Pepsi was sweetened with the artificial sweetener saccharin, although concerns over saccharin emerged in the 1970s, prompting a shift to an alternative sweetener, aspartame, which was marketed as the brand NutraSweet, in 1983. Aspartame has been the subject of controversy, most notably in 1996 following a 60 Minutes report on concerns alleging that aspartame might be linked to the development of brain tumors in humans. Critics of aspartame have expressed concerns that numerous health risks may be associated with its consumption; however, peer-reviewed comprehensive review articles and independent reviews by governmental regulatory bodies have analyzed the published research on the safety of aspartame and have described it as safe for consumption at current levels. Aspartame has been deemed safe for human consumption by regulatory agencies in their respective countries, including the U.S. Food and Drug Administration (FDA), the U.K. Food Standards Agency, the European Food Safety Authority (EFSA) and Health Canada.

Packaging and logo
When it was first introduced in 1964, Diet Pepsi was packaged in glass bottles, and was also made available in can format. In 1994, Diet Pepsi became the first product to list a "freshness date" on each individual can and bottle, a practice that would later become a widespread standard in the packaged food and beverage industry. As of 2020, the product is distributed in plastic bottles, cans, and glass bottles, as well as via soda fountains in retail operations such as restaurants and convenience stores.

The logo used in the packaging and advertisement of Diet Pepsi has changed multiple times since its original iteration. In October 2008, PepsiCo announced it would be redesigning its logo and re-branding many of its products, including Diet Pepsi. At this time the brand's blue and red Pepsi Globe logo became a series of "smiles," with the central white band arcing at different angles depending on the product. In the case of Diet Pepsi, the logo consisted of the small "smile". Starting in mid-2010, all Pepsi variants, both regular and diet, began using the original "smile" logo.

The Classic Sweetener Blend variety was distinguished by its use of the 2003-2006 wordmark along with the "smile" logo, and a light blue label background in contrast to the modern formulation's silver label. By mid-2017, packages of Classic Sweetener Blend dropped the 2003 wordmark and began using the modernized wordmark instead. With the restoration of aspartame as the main sweetener in the regular version, the alternate label was dropped, and packages bore the title "Classic Diet Pepsi Taste" which is very reminiscent to the "Coca-Cola Classic" title that was in use from 1985 to 2009, when New Coke received backlash.

Advertising and promotion
While it was initially advertised alongside Pepsi, Diet Pepsi began to be promoted independently in the late 1960s. The first television advertisement to feature Diet Pepsi as a standalone product was "Girlwatchers," which placed focus on the cosmetic aspects of the beverage. The musical jingle from this ad generated popular culture appeal to the extent that it was eventually recorded and played on the radio, and later became a Top 40 hit.

Since its inception, musicians, professional athletes, actors and actresses have been featured prominently in the promotion of Diet Pepsi. In 1985, immediately following Super Bowl XIX, the game's respective quarterbacks, Joe Montana (of the San Francisco 49ers) and Dan Marino (of the Miami Dolphins), met in a hallway of what appeared to be a football stadium. Montana, of the winning 49ers, buys Marino a Diet Pepsi, and Marino promises to buy the drink the next time. A Diet Pepsi advertisement in the same year featured Geraldine Ferraro, the first woman to run for vice-president in the U.S. When the feature film Top Gun was released on home video cassette in 1987, it was promoted via television advertisements – consisting of a Top Gun pilot flying upside down while holding a bottle of Diet Pepsi – which were paid for by Pepsi. In exchange, the film's production studio, Paramount Pictures, included a 60-second Diet Pepsi advertisement on all Top Gun VHS tapes. The resulting cross-promotion was the first of its kind, and after it set record videocassette sales, it was described as "the beginning of a trend" by the Los Angeles Times.

In the late 1980s, Michael J. Fox appeared in commercials for Diet Pepsi, including a memorable commercial that featured him making a robot clone of himself. In that commercial, Fox's girlfriend (played by Lori Loughlin) shows up and accidentally hits Fox with the door, causing him to fall down a chute into the basement. The girlfriend takes the robot clone on a date and leaves the real Fox trapped.

During the early 1990s, R&B singer Ray Charles was featured in a series of Diet Pepsi ads featuring the brand's then-current tagline, "You got the right one, baby!" Supermodel Cindy Crawford became a recurring celebrity endorser for the Diet Pepsi brand at this time as well, beginning with a 1991 television ad in which she purchases a can of the drink from a vending machine on a hot summer day. Cindy Crawford was also brought back in 2002 to introduce a new packaging design for Diet Pepsi, and again in 2005 to promote the revised slogan "Light, crisp, refreshing" with an ad which debuted during Super Bowl XXXIX. In 2005 and 2006, recording artist Gwen Stefani appeared in advertisements related to a campaign in which codes printed underneath Diet Pepsi bottle caps could be redeemed for music downloads on Apple's iTunes Store.

title: Diet Pepsi


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Contra-rotating propellers

Aircraft equipped with contra-rotating propellers (CRP) coaxial contra-rotating propellers, or high-speed propellers, apply the maximum power of usually a single piston engine or turboprop engine to drive a pair of coaxial propellers in contra-rotation. Two propellers are arranged one behind the other, and power is transferred from the engine via a planetary gear or spur gear transmission. Contra-rotating propellers are also known as counter-rotating propellers, although the term counter-rotating propellers is much more widely used when referring to airscrews on separate non-coaxial shafts turning in opposite directions.

Operation
When airspeed is low, the mass of the air flowing through the propeller disk (thrust) causes a significant amount of tangential or rotational air flow to be created by the spinning blades. The energy of this tangential air flow is wasted in a single-propeller design, and causes handling problems at low speed as the air strikes the vertical stabilizer, causing the aircraft to yaw left or right, depending on the direction of propeller rotation. To use this wasted effort, the placement of a second propeller behind the first takes advantage of the disturbed airflow.

A well designed contra-rotating propeller will have no rotational air flow, pushing a maximum amount of air uniformly through the propeller disk, resulting in high performance and low induced energy loss. It also serves to counter the asymmetrical torque effect of a conventional propeller (see P-factor). Some contra-rotating systems were designed to be used at takeoff for maximum power and efficiency under such conditions, and allowing one of the propellers to be disabled during cruise to extend flight time.

Advantages and disadvantages
The torque on the aircraft from a pair of contra-rotating propellers effectively cancels out.

Contra-rotating propellers have been found to be between 6% and 16% more efficient than normal propellers.

However they can be very noisy, with increases in noise in the axial (forward and aft) direction of up to 30 dB, and tangentially 10 dB. Most of this extra noise can be found in the higher frequencies. These substantial noise problems limit commercial applications. One possibility is to enclose the contra-rotating propellers in a shroud. It is also helpful if the tip speed or the loading of the blades is reduced, if the aft propeller has fewer blades or a smaller diameter than the fore propeller, or if the spacing between the aft and fore propellers is increased.

The efficiency of a contra-rotating propeller is somewhat offset by its mechanical complexity and the added weight of this gearing that makes the aircraft heavier, thus some performance is sacrificed to carry it. Nonetheless, coaxial contra-rotating propellers and rotors have been used in several military aircraft, such as the Tupolev Tu-95 "Bear".

They are also being examined for use in airliners.

Use in aircraft
While several nations experimented with contra-rotating propellers in aircraft, only the United Kingdom and Soviet Union produced them in large numbers. The first aircraft to be fitted with a contra-rotating propeller to fly was in the US when two inventors from Ft Worth, Texas tested the concept on an aircraft.

United Kingdom

A contra-rotating propeller was patented by F. W. Lanchester in 1907.

Some of the more successful British aircraft with contra-rotating propellers are the Avro Shackleton, powered by the Rolls-Royce Griffon engine, and the Fairey Gannet, which used the Double Mamba Mk.101 engine. In the Double Mamba two separate power sections drove one propeller each, allowing one power section (engine) to be shut down in flight, increasing endurance.

Another naval aircraft, the Westland Wyvern had contra-rotating propellers. The Martin-Baker MB 5 test aircraft also used this propeller type.

Later variants of the Supermarine Spitfire and Seafire used the Griffon with contra-rotating props. In the Spitfire/Seafire and Shackleton's case the primary reason for using contra-rotating propellers was to increase the propeller blade-area, and hence absorb greater engine power, within a propeller diameter limited by the height of the aircraft's undercarriage. The Short Sturgeon used two Merlin 140s with contra-rotating propellers.

The Bristol Brabazon prototype airliner used eight Bristol Centaurus engines driving four pairs of contra-rotating propellers, each engine driving a single propeller.

The post-war SARO Princess prototype flying boat airliner also had eight of its ten engines driving contra-rotating propellers.

USSR, Russia and Ukraine

In the 1950s, the Soviet Union's Kuznetsov Design Bureau developed the NK-12 turboprop. It drives an eight-blade contra-rotating propeller and, at 15000 hp, it is the most powerful turboprop in service. Four NK-12 engines power the Tupolev Tu-95 Bear, the only turboprop bomber to enter service, as well as one of the fastest propeller-driven aircraft. The Tu-114, an airliner derivative of the Tu-95, holds the world speed record for propeller aircraft. The Tu-95 was also the first Soviet bomber to have intercontinental range. The Tu-126 AEW aircraft and Tu-142 maritime patrol aircraft are two more NK-12 powered designs derived from the Tu-95.

The NK-12 engine powers another well-known Soviet aircraft, the Antonov An-22 Antheus, a heavy-lift cargo aircraft. At the time of its introduction, the An-22 was the largest aircraft in the world and is still by far the world's largest turboprop-powered aircraft. From the 1960s through the 1970s, it set several world records in the categories of maximum payload-to-height ratio and maximum payload lifted to altitude.

Of lesser note is the use of the NK-12 engine in the A-90 Orlyonok, a mid-size Soviet ekranoplan. The A-90 uses one NK-12 engine mounted at the top of its T-tail, along with two turbofans installed in the nose.

In the 1980s, Kuznetsov continued to develop powerful contra-rotating engines. The NK-110, which was tested in the late 1980s, had a contra-rotating propeller configuration with four blades in front and four in back, like the NK-12. Its 4.7 m was smaller than the NK-12's 5.6 – diameter, but it produced a power output of 15665 kW, delivering a takeoff thrust of 177 kN. Even more powerful was the NK-62, which was in development throughout most of the decade. The NK-62 had an identical propeller diameter and blade configuration to the NK-110, but it offered a higher takeoff thrust of 245 kN. The associated NK-62M had a takeoff thrust of 285.2 kN, and it could deliver 314.7 kN of emergency thrust. Unlike the NK-12, however, these later engines were not adopted by any of the aircraft design bureaus.

In 1994, Antonov produced the An-70, a heavy transport aircraft. It is powered by four Progress D-27 propfan engines driving contra-rotating propellers. The characteristics of the D-27 engine and its propeller make it a propfan, a hybrid between a turbofan engine and a turboprop engine.

United States

The United States worked with several prototypes, including the Northrop XB-35, XB-42 Mixmaster, the Douglas XTB2D Skypirate, the Curtiss XBTC, the A2J Super Savage, the Boeing XF8B, the XP-56 Black Bullet, the Fisher P-75 Eagle and the tail-sitting Convair XFY "Pogo" and Lockheed XFV "Salmon" VTOL fighters and the Hughes XF-11 reconnaissance plane. The Convair R3Y Tradewind flying boat entered service with contra-rotating propellers. However, both piston-engined and turboprop-powered propeller-driven aircraft were reaching their zenith and new technological developments such as the advent of the pure turbojet and turbofan engines, both without propellers, meant that the designs were quickly eclipsed.

The US propeller manufacturer, Hamilton Standard, bought a Fairey Gannet in 1983 to study the effects of counter rotation on propeller noise and blade vibratory stresses. The Gannet was particularly suitable because the independently-driven propellers provided a comparison between counter and single rotation.

Ultralight applications
An Austrian company, Sun Flightcraft, distributes a contra-rotating gearbox for use on Rotax 503 and 582 engines on ultralight and microlight aircraft. The Coax-P was developed by Hans Neudorfer of NeuraJet and allows powered hang-gliders and parachutes to develop 15 to 20 percent more power while reducing torque moments. The manufacturer also reports reduced noise levels from dual contra-rotating props using the Coax-P gearbox.

Use in water
Torpedoes such as the Bliss-Leavitt torpedo have commonly used contra-rotating propellers to give the maximum possible speed within a limited diameter as well as counteracting the torque that would otherwise tend to cause the torpedo to rotate around its own longitudinal axis.

Recreational Boating: in 1982 Volvo Penta introduced a contra-rotating boat propeller branded DuoProp. The patented device has been marketed since. After the Volvo Penta patents ran out, Mercury has also produced a corresponding product, MerCruiser Bravo 3.

Commercial ships: In traditional machinery arrangement contra-rotating propellers are rare, due to cost and complexity.

In 2004, ABB produced a product for large-power installations: the forward propeller is on a traditional shaft line, while the aft propeller is in an ABB Azipod.

At lower power levels, contra-rotating mechanical azimuth thrusters are one possibility, convenient for CRP due to their inherent bevel gear construction. Rolls-Royce and Steerprop have offered CRP versions of their products.

title: Contra-rotating propellers


text:
User:Pyramide~enwiki

Hi! I am Pyramide. I am from the norwegian city Kristiansand in the souther part of the country. I am most active on the norwgian wikipedia. I also have a blog: And a userpage on commons: Click here

I license any textual contributions in english wikipedia in the public domain.

title: User:Pyramide~enwiki


text:
William B. Harrison Jr.

William B. Harrison Jr., (born August 12, 1943), in Rocky Mount, North Carolina, is the former CEO and chairman of JPMorgan Chase. He attended high school at Virginia Episcopal School, where he was a basketball star. He attended the University of North Carolina at Chapel Hill, where he was admitted to the Zeta Psi fraternity. Having risen through the ranks of Chemical Bank before succeeding Walter V. Shipley during the Chemical Bank merger with the Chase Manhattan Corporation in 1995, which kept the Chase name. As Chairman and CEO of Chase, he and Douglas A. Warner III, then CEO of J.P. Morgan & Co., were the principal architects of the US$30.9 billion acquisition by Chase of J.P. Morgan & Co. in 2000, to form JPMorgan Chase & Co. Harrison has been a director of the Firm or a predecessor institution since 1991. Harrison is also a director of Merck & Co., Inc.

Jamie Dimon, former Bank One CEO, replaced Harrison as chairman on January 1, 2007, following Harrison's decision to step down from his chairman position of JPMorgan on December 31, 2006.

Resume
Director from 1991 to 2007 of JPMorgan Chase or a predecessor institution:
 * A.B. degree in economics from the University of North Carolina
 * Graduate of the Harvard Business School's International Senior Management Programme in Switzerland
 * Vice chairman of the board of Chemical Banking Corporation and then The Chase Manhattan Corporation, 1991 through June 1999
 * President and chief executive officer of The Chase Manhattan Corporation, June through Dec. 1999
 * Chairman and chief executive officer of The Chase Manhattan Corporation, Jan. 2000 through its merger with J.P. Morgan & Co. Incorporated, in Dec. 2000
 * President and chief executive officer of JPMorgan Chase, Dec. 2000 through Nov. 2001
 * Chairman and chief executive officer of JPMorgan Chase, Nov. 2001 through Dec. 2005
 * Became chairman of JPMorgan Chase on December 31, 2005

title: William B. Harrison Jr.


text:
Robert Menasse

Robert Menasse (born 21 June 1954) is an Austrian writer.

Biography
Menasse was born in Vienna. As an undergraduate, he studied German studies, philosophy and political science in Vienna, Salzburg and Messina. In 1980 he completed his PhD thesis "Der Typus des Außenseiters im Literaturbetrieb. Am Beispiel Hermann Schürrer" ("The outsider phenotype within literature"). Between 1981 and 1988 Menasse worked as a junior lecturer at the Institute of Literature Theory at the University of São Paulo, Brazil. He has been working as a freelance publicist, columnist and translator of novels from Portuguese into German ever since.

His first novel Sinnliche Gewissheit, published in 1988, is a semi-autobiographical tale of Austrians living in exile in Brazil. The magazine Literatur und Kritik published Menasse's first poem ("Kopfwehmut") in 1989. His later novels were Selige Zeiten, brüchige Welt (1991, translated into English as Wings of Stone ISBN 0-7145-4295-4), Schubumkehr (1995, Engl. Reverse Thrust) and Die Vertreibung aus der Hölle (2001, Engl. Expulsion from Hell).

Menasse's language is at times playful and at times subtly sarcastic. Recurring themes in his novels are loneliness and alienation within human relationships and as a result of his character's lives' circumstances. In his work Menasse often criticises what he sees as the latent form of antisemitism still widespread in the German-speaking world today.

Menasse has also written some essays on Austria (especially on Austrian identity and history; "Land ohne Eigenschaften" (1992) a.o.). More recently, he wrote about the future of Europe and the European Union, criticizing tendencies of re-nationalization (especially in Germany, but also elsewhere) and anti-European integration movements, which he interprets as a reaction to the financial crisis of 2007–2008 and its aftermath (Euro crisis) ("Der europäische Landbote", 2012).

Since returning to Europe from Brazil, Menasse has mainly lived in the cities of Berlin, Vienna and Amsterdam. He currently lives in Vienna and is married. Since 2011 Menasse has been curating a writer in residence programme with the one world foundation in Sri Lanka.

His books have been translated in over twenty languages, among others: Arabic, Bask, Bulgarian, Chinese, Croatian, Czech, Danish, Dutch, English, French, Greek, Hindi, Italian, Norwegian, Polish, Portuguese, Russian, Serbian, Slovenian, Spanish, and Swedish.

Today, Menasse lives alternately in Vienna, in the Waldviertel (Forest Quarter) in Lower Austria, and in Brussels. He is the son of the footballer Hans Menasse and the brother of the journalist and writer Eva Menasse.

Novels
Robert Menasse's first short story Nägelbeißen (Engl. Nail-Biting) was published in the journal Neue Wege in 1973. From 1975 to 1980 he worked on his unfinished and unpublished novel Kopfwehmut (Engl. Mind's Melancholy), a social novel set in 1970s Vienna. His first published novel, Sinnliche Gewißheit (Engl. Sensual Certainty) appeared in 1988 as the first part of a trilogy started in Brazil Trilogie der Entgeisterung (Engl. Trilogy of Dismay), which also includes the 1991 novel Selige Zeiten, brüchige Welt (Engl. Wings of Stone, 2000), which is at once a crime story, a philosophical novel and a Jewish family saga, and finally the 1995 novel Schubumkehr (Engl. Reverse Thrust, 2000) as well as the postscript Phänomenologie der Entgeisterung (1995, Engl. Phenomenology of Dismay).

In Schubumkehr, against the background of the private life of the literature teacher Roman, who was already introduced in Selige Zeiten, brüchige Welt, Menasse describes the fall of the Iron Curtain in 1989 and the breakdown of the familiar order in a small Austrian village. This novel, which is not least an artistic treatment of the spirit of the age, was awarded the Grimmelshausen Prize in 1999 and made the author a household name. As suggested already by the title of the novel Schubumkehr and in the Trilogie der Entgeisterung Menasse turns Hegel's Phenomenology of Spirit on its head. In contrast to Hegel, who assumes a development of human consciousness to all-embracing spirit, Menasse postulates a regressive development, whose final stage will be "sensual certainty", according to Hegel the most naïve form of consciousness.

In his novel Die Vertreibung aus der Hölle (2001; Engl. Expulsion from Hell) Menasse casts doubt on the objectivity of history, coupled with the personal history of the author and his Jewish roots. As a spin-off of his researches on the character and real person Menasseh Ben Israel for his novel Die Vertreibung aus der Hölle translated in ten languages, Menasse formulated the hypothesis of Abaelard‘s influence on Menasseh Ben Israel and Spinoza, published among others in his essay Enlightenment as Harmonious Strategy. In 2007 he published Don Juan de la Mancha, where he tells of more or less fictitious events from the (love) life of the newspaper editor Nathan – a mixture of listlessness, drive, lust and the search for the fulfilment of love. As a character, Nathan stands for the generation that was socialised in the 1970s with the claim for the “sexual revolution".

In 2017 Menasse published his analytical novel Die Hauptstadt (The Capital), which has been described as the first novel about Brussels as the European Union's capital, and which received the German Book Prize. The story is focused on officials from the Department of Culture, who are expected to add polish to the image of the EU Commission on its birthday. The main character in this novel, Pote, explores his family's history. This is to be accomplished with a "Big Jubilee Project" event with concentration camp survivors in Auschwitz. The life stories of characters lead the reader into six EU countries. The stage director Tom Kühnel and the dramaturg Ralf Fiedler translated the novel into a theatrical version with about twenty characters played by seven actors, which was premiered in January 2018 at the Theater am Neumarkt in Zürich. The English translation, The Capital by Jamie Bulloch, was published by MacLehose Press in February 2019.

Essays and writings on cultural theory
In his political and journalistic work, Menasse is seen as an "old-style Enlightenment thinker," whose intellectual predecessors are especially Hegel and Marx but also Georg Lukács, Ernst Bloch and the philosophers of the Frankfurt School. Essays like Die sozialpartnerschaftliche Ästhetik (1990; The Aesthetics of Social Partnership) and Das Land ohne Eigenschaften (1992; The Country without Qualities), which brought Menasse fame as an essayist, but also provoked criticism for "fouling his own nest," were followed in time by the essay collections Hysterien und andere historische Irrtümer (1996; Hysterics and Other Historical Errors) and Dummheit ist machbar (1999; Stupidity is Doable), Erklär mir Österreich (2000; Explain Austria to Me) and Das war Österreich (2005; That Was Austria). In these texts the author deals in critical-ironic way with political history, mentality history and literary history of the second Republic of Austria, takes a position on the current cultural policy situation in his homeland and recurrently draws attention to the latent continuity of Austrofascism. Since 2005, i.e. since his Frankfurt Poetics Lecture, Die Zerstörung der Welt als Wille und Vorstellung (The Destruction of the World as Will and Representation), Menasse has increasingly devoted his essays to themes around the EU and globalisation. In this European or worldwide context Menasse criticises in particular what he sees as the deficits in democratic policies and the idea that these deficits are structurally determined, which he argues obscures the prospects of possible alternatives. In doing so he does not oppose the European Union in principle but bases his critique of democratic deficits especially in the influence and power of individual nation states, while valuing positively the purely European institutions, such as the Commission. In Der Europäische Landbote (2012; Engl. transl. 2016 as Enraged Citizens, European Peace and Democratic Deficits: Or Why the Democracy Given to Us Must Become One We Fight For The European Messenger), he draws a portrait of the non-petty-minded supranational organs and bureaucracies of the EU in Brussels and further develops the "Habsburg Myth" of Claudio Magris into a "European Myth". This also leads to a different and more positive retrospective of the Habsburg Monarchy. In this connection Menasse also speaks in favour of the specific vision and its realization of a “European Republic” formulated together with the political scientist Ulrike Guérot on the basis of a Europe of regions beyond the nation states.

Controversy about fake quotations
In December 2018, Welt am Sonntag revealed that Robert Menasse had fabricated several quotes attributed to Walter Hallstein (1901-1982), one of the founding fathers of the EU) to support his argument for overcoming nation states. Menasse had been using these alleged quotes in many of his articles, essays and speeches since 2013, and they had been taken up in parliamentary debates and publications by other authors. Menasse defended himself arguing that these sentences reflected what Hallstein had meant and that Hallstein "would have had nothing against" Menasse invoking his authority in this way. However, historian Heinrich August Winkler disputed Menasse's interpretation of Hallstein's actual statements on the matter.

Prizes, awards and scholarships

 * 1987: State scholarship for literature of the Austrian ministry of education and literature
 * 1989: Encouragement prize for literature of the city of Vienna
 * 1990: Heimito von Doderer Prize
 * 1991: State scholarship for literature of the Austrian ministry of education and literature
 * 1992: Hans Erich Nossack encouragement prize for prose of the Kulturkreis der Deutschen Wirtschaft im Bundesverband der Deutschen Industrie Köln
 * 1992: Theodor Körner Prize
 * 1992/1993: Elias Canetti-scholarship of the city of Vienna
 * 1994: Berlin residency in the context of the DAAD-scholarship
 * 1994: Marburger Literaturpreis i.e. Literaturpreis der Universitätsstadt Marburg und des Landkreises Marburg-Biedenkopf
 * 1994: Encouragement prize for novels of the Austrian ministry of education and literature
 * 1994: Alexander Sacher Masoch Prize
 * 1996: Hugo-Ball-Preis of the city of Pirmasens
 * 1998: Österreichischer Staatspreis für Kulturpublizistik
 * 1999: Grimmelshausen-Preis
 * 1999: Writer-in-residence in Amsterdam
 * 2002: Joseph Breitbach Prize
 * 2002: Friedrich Hölderlin Prize
 * 2002: Lion-Feuchtwanger-Preis
 * 2002: Marie Luise Kaschnitz Prize
 * 2003: Erich Fried Prize
 * 2006: Knight of the Ordre des Arts et Lettres
 * 2007: Prix Amphi of the University of Lille for the novel Die Vertreibung aus der Hölle publ. in French as Chassés de l’enfer for the best non-French novel
 * 2010: Goldenes Wiener Verdienstzeichen
 * 2012: Österreichischer Kunstpreis für Literatur
 * 2013: Donauland-Sachbuchpreis for Der europäische Landbote. Die Wut der Bürger und der Friede Europas
 * 2013: Heinrich Mann Prize
 * 2013: Das politische Buch (Engl. The political book), prize of the Friedrich Ebert Stiftung
 * 2014: Max Frisch Prize of the city of Zurich
 * 2014: Großes Goldenes Ehrenzeichen des Landes Niederösterreich
 * 2015: Niederösterreichischer Kulturpreis – Würdigungspreis
 * 2015: 'Prix du livre européen' (Engl. European Book Prize), that seeks to promote European values, and to contribute to European citizens' better understanding of the European Union as a cultural entity.
 * 2017: German Book Prize
 * 2018: Walter-Hasenclever-Literaturpreis of the city of Aachen

With the prize money that Robert Menasse received for the Austrian State Prize (1998) he re-founded the Jean Améry- Preis für Europäische Essayistik, whose winners so far have been Lothar Baier (1982), Barbara Sichtermann (1985), Mathias Greffrath (1988), Reinhard Merkel (1991), Franz Schuh (2000), Doron Rabinovici (2002), Michael Jeismann (2004), Drago Jančar (2007), Imre Kertész (2009), Dubravka Ugrešić (2012), Adam Zagajewski (2016) and Karl-Markus Gauß (2018).

title: Robert Menasse


text:
Oxo (food)

Oxo (stylized OXO) is a brand of food products, including stock cubes, herbs and spices, dried gravy, and yeast extract. The original product was the beef stock cube, and the company now also markets chicken and other flavour cubes, including versions with Chinese and Indian spices. The cubes are broken up and used as flavouring in meals or gravy or dissolved into boiling water to produce a bouillon.

In the United Kingdom, the OXO brand belongs to Premier Foods. In South Africa, the Oxo brand is owned and manufactured by Mars, Incorporated and in Canada is owned and manufactured by Knorr.

History
Around 1840, Justus von Liebig developed a concentrated meat extract. Liebig's Extract of Meat Company (Lemco; established in the United Kingdom) promoted it, starting in 1866. The original product was a viscous liquid, containing only meat extract and 4% salt. In 1899, the company introduced the trademark Oxo; the origin of the name is unknown, but presumably comes from the word "ox." Since the cost of liquid Oxo remained beyond the reach of many families, the company launched a research project to develop a solid version that could be sold in cubes for a penny. After much research, Oxo produced their first cubes in 1910 and further increased Oxo's popularity. During World War I, 100 million Oxo cubes were provided to the British armed forces, all of them individually hand-wrapped.

The Vestey Group acquired Lemco in 1924, and the factory was renamed El Anglo. Vestey merged with Brooke Bond in 1968, which was in turn acquired by Unilever in 1984. Unilever sold the Oxo brand to the Campbell Soup Company in 2001, and Premier Foods bought Campbell's UK operation in 2006. This sale included sites at both Worksop and Kings Lynn. The Worksop plant currently produces Oxo cubes.

In South Africa, Oxo is now a brand of Mars, Incorporated. The only product marketed under the Oxo brand in South Africa was a yeast-extract-based spread. The product also contained a small portion of beef extract, giving it a slightly "beefier" taste than other yeast extracts. At the beginning of 2015, Mars Consumer Products Africa (Pty), Ltd discontinued Oxo spread in South Africa, with no prior communication to the public.

Marketing
In 1908, Oxo (alongside Odol mouthwash and Indian Foot Powder ) was one of the sponsors of the London Olympic Games (despite claims by Coca-Cola of being the "first" commercial sponsor of the games) and supplied marathon runners with Oxo drinks "to fortify them." During the first half of the 20th century, Oxo was promoted through the issue of recipes, gifts, and sponsorships, before fading into the background as a part of the fabric of English life in the latter parts of the century.

In the 1920s, the Liebig's Extract of Meat Company acquired the a Wharf on the south bank of the river Thames in London. There they erected a factory, demolishing most of the original building and constructing a tower, with distinctive windows appearing to spell out 'OXO', which became known as the Oxo Tower

In 1958, Oxo commenced their longest running television advertising campaign, "Life with Katie." Katie was played by Mary Holland, and her long-suffering husband by Peter Moynihan. The campaign ran until the early 1970s, including two seasons where the family traveled to the US to film. By this time, the couple were joined by their "son."

As styles and tastes changed, Oxo moved to a more up-to-date format with Dennis Waterman as the sole face of the brand in the mid '70s.

In 1966, Oxo had a sponsored show on the offshore radio station, Wonderful Radio London. The show was presented by Tony Windsor; his assistant was a woman called "Katie." Oxo presented a new recipe in each episode.

Oxo launched another long-running advertising campaign in the UK in 1983, when a second "Oxo Family" debuted on commercial television. The father was played by Michael Redfern, the mother was played by Lynda Bellingham, while the children were played by Blair MacKichan, Colin McCoy and Alison Reynolds. The advertisements typically featured the family sitting down to a meal at which Oxo gravy would be served. The product was not always mentioned by name, occasionally appearing only as a logo in the corner of the screen at the end of the commercial. Throughout the 1980s and 1990s, the family were seen to grow older, and, when the campaign was retired in 1999, the family moved out of the house.

On 11 November 2014, it was announced that a 1984 Oxo advert starring Lynda Bellingham would be screened on Christmas Day as a tribute to the actress, who had died of colon cancer the previous month. It was aired during a commercial break of Coronation Street.

title: Oxo (food)


text:
Grade separation

In civil engineering (more specifically highway engineering), grade separation is a method of aligning a junction of two or more surface transport axes at different heights (grades) so that they will not disrupt the traffic flow on other transit routes when they cross each other. The composition of such transport axes does not have to be uniform; it can consist of a mixture of roads, footpaths, railways, canals, or airport runways. Bridges (or overpasses, also called flyovers), tunnels (or underpasses), or a combination of both can be built at a junction to achieve the needed grade separation.

In North America, a grade-separated junction may be referred to as a grade separation or as an interchange – in contrast with an intersection, at-grade, a diamond crossing or a level crossing, which are not grade-separated.

Advantages
Roads with grade separation generally allow traffic to move freely, with fewer interruptions, and at higher overall speeds; this is why speed limits are typically higher for grade-separated roads. In addition, reducing the complexity of traffic movements reduces the risk of accidents.

Disadvantages
Grade-separated road junctions are typically space-intensive, complicated, and costly, due to the need for large physical structures such as tunnels, ramps, and bridges. Their height can be obtrusive, and this, combined with the large traffic volumes that grade-separated roads attract, tend to make them unpopular to nearby landowners and residents. For these reasons, proposals for new grade-separated roads can receive significant public opposition.

Rail-over-rail grade separations take up less space than road grade separations: because shoulders are not needed, there are generally fewer branches and side road connections to accommodate (because a partial grade separation will accomplish more improvement than for a road), and because at-grade railway connections often take up significant space on their own. However, they require significant engineering effort, and are very expensive and time-consuming to construct.

Grade-separated pedestrian and cycling routes often require modest space since they do not typically intersect with the facility (such as a highway) that they cross. However, grade-separated pedestrian crossings with steps introduce accessibility problems. Some crossings have lifts, but these can be time-consuming to use.

Grade-separated roads that permit for higher speed limits can actually reduce safety due to 'weaving' (see below) as well as a perceived sense of safety.

Overview
The term is most widely applied to describe a road junction in which the direct flow of traffic on one or more of the roads is not disrupted. Instead of a direct connection, traffic must use on and off ramps (United States, Australia, New Zealand) or slip roads (United Kingdom, Ireland) to access the other roads at the junction. The road which carries on through the junction can also be referred to as grade separated.

Typically, large freeways, highways, motorways, or dual carriageways are chosen to be grade separated, through their entire length or for part of it. Grade separation drastically increases the capacity of a road compared to an identical road with at-grade junctions. For instance, it is extremely uncommon to find an at-grade junction on a British motorway; it is all but impossible on a U.S. Interstate Highway, though a few do exist.

If traffic can traverse the junction from any direction without being forced to come to a halt, then the junction is described as fully grade separated or free-flowing.

Fully separated
These junctions connect two freeways:
 * Stack interchange (two-level, three-level, or four-level stack, depending on how many levels cross at the central point)
 * Cloverleaf interchange
 * Trumpet interchange
 * Cloverstack interchange
 * Directional T
 * Semi-directional T
 * Turbine (whirlpool) interchange
 * Windmill interchange
 * Various incarnations of spaghetti junction

Partially separated
These junctions connect two roads, but only one is fully grade-separated, i.e. traffic on one road does not have to stop at yield lines or signals on one road, but may have to do so when switching to the other:

 * Diamond interchange
 * Partial cloverleaf interchange
 * Single-point urban interchange
 * Roundabout interchange
 * Compact grade-separation, whereby the two roads are linked by a compact "connector road", with major-minor priority junctions at each of its ends; usually a variant of the cloverleaf type interchange, but only involving two quadrants rather than four

Weaving
On roadways with grade-separated interchanges, weaving is a result of placing an exit ramp a short distance after an entry ramp, causing conflicts between traffic attempting to leave the roadway at the next junction and traffic attempting to enter from the previous junction. This situation is most prevalent either where the junction designer has placed the on-slip to the road before the off-slip at a junction (for example, the cloverleaf interchange), or in urban areas with many close-spaced junctions. The ring road of Coventry, England, is a notorious example, as are parts of the southern M25, the London orbital motorway, the M6/M5 junction north-west of Birmingham, and the A4/M5 junction west of Bristol. Weaving can often cause side-on collisions on very fast roads with top speeds of up to 200 kilometres per hour, as well as the problem of blind spots.

Where junctions have unusual designs weaving can be a problem other than on the main road. An example of this can be found at Junction 7 of the M6, where traffic joining the roundabout from the M6 Eastbound off-slip must weave with the traffic already on the roundabout wishing to use the M6 Westbound on-slip. This is as a result of the slip roads on the west side of the junction connecting to the roundabout on the inside of the eastern arc rather than the outside of the western arc as is normal. The two slip-roads are connected by a single lane on the inside of the roundabout, which traffic wishing to use the Westbound on-slip must join, and traffic from the Eastbound off-slip must leave.

Weaving can be alleviated by using collector/distributor roads or braided ramps to separate entering and exiting traffic.

With roads and footpaths
In railway construction, grade separation also means the avoidance of level crossings by making any roads or footpaths crossing the line either pass under or over the railway on bridges. This greatly improves safety and is crucial to the safe operation of high-speed lines. The construction of new level crossings is generally not permitted, especially for high speed railway lines and level crossings are increasingly less common due to the increase of both road and rail traffic. Efforts to remove level crossings are done in the UK by Network Rail and in Melbourne as part of the Level Crossing Removal Project.

The London Extension of the Great Central Railway, built between 1896 and 1899, was the first fully grade-separated railway of this type in the UK. This also applies to light rail and even to street cars.

Flying junction
Attempts have been made to increase the capacity of railways by making tracks cross in a grade-separated manner, as opposed to the traditional use of flat crossings to change tracks. A grade-separated rail interchange is known as a flying junction and one which is not a level junction.

In 1897, the London and South Western Railway (LSWR) made use of a flying junction at Worting Junction south of Basingstoke to allow traffic on the Salisbury and Southampton routes to converge without conflicting movements; this became known as "Battledown Flyover". Also in Britain, the Southern Railway later made extensive use of flying junctions on other parts of its busy former LSWR main line.

Today in Britain, the tightly grouped nest of flying junctions to the north of Clapham Junction railway station—although technically a combination of many junctions—handle more than 4,000 trains per day (about one train every 15 seconds).

Virtually all major railway lines no longer cross (forming an 'X' shape) at flat level (although many diverge - i.e. 'Y' shape).

High-speed railways (200 kph+)
On almost all high-speed railway lines, the faster speed requires grade separation. Therefore, many high speed lines are elevated, especially in Taiwan and Japan, where population density alongside high speed lines is higher than in France, Italy or Germany.

In the United States, a flying junction on the Nickel Plate Road through Cleveland, Ohio, United States was completed in 1913. The most frequent use was later found on the former Pennsylvania Railroad main lines. The lines are included as part of the Northeast Corridor and Keystone Corridor now owned by Amtrak. The most complex of these junctions, near Philadelphia Zoo, handles railway traffic for Amtrak, SEPTA, New Jersey Transit, Norfolk Southern, CSX Transportation, and Conrail.

In what is known as "area 1520", which includes the former Soviet Union and other regions using the same gauge, the most complicated grade-separation railpoint is found at Liubotyn in Ukraine.

Footbridges and subways
Footbridges and subways (called underpasses in North America as well as in the United Kingdom when referring to roads) may be employed to allow pedestrians and cyclists to cross busy or fast streets. They are often used over and under motorways since at grade pedestrian crossings are generally not permitted. Same can be said for railways. Though introduced to Central Park in New York City in the 1860s, subways are far more common today in Europe, especially in countries such as the Netherlands, and Denmark where cycling is strongly encouraged. Long underpasses may be called tunnels.

title: Grade separation


text: Category:Guadalupe County, Texas

title: Category:Guadalupe County, Texas


text:
Suzuki Swift

The Suzuki Swift (Japanese: スズキ・スイフト) is a supermini car (B-segment) produced by Suzuki. The vehicle is classified as a B-segment marque in the European single market, a segment referred to as a supermini in the British Isles. Prior to this, the "Swift" nameplate had been applied to the rebadged Suzuki Cultus in numerous export markets since 1984 and for the Japanese-market Suzuki Ignis since 2000. The Swift became its own model in 2004. Currently, the Swift is positioned between Ignis and Baleno in Suzuki's global hatchback lineup.

International (1984–2003)
The Suzuki Swift nameplate began in 1984 as an export name for the Suzuki Cultus, a supermini (or subcompact) manufactured and marketed worldwide since 1983 across three generations and four body configurations—three-door hatchback, four-door sedan, five-door hatchback and two-door convertible—and using the Suzuki G engine family. The third generation was only sold in North America; the second generation remained in production for other markets across the world.

The Swift was marketed in the Japanese domestic market (JDM) as the Cultus and elsewhere as the Suzuki SA310, Suzuki Swift, Suzuki Forsa, Chevrolet Swift, Chevrolet Sprint and Sprint Metro, Geo and Chevrolet Metro, Pontiac Firefly, Maruti 1000, Holden Barina and Subaru Justy. Versions of the second generation Cultus were also produced until 2007 in India and the car remained in production until 2016 in Pakistan and China.

Japan (2000–2006)
In Japan, the Swift nameplate was introduced in 2000 as a replacement for the Suzuki Cultus. Outside Japan, the "Suzuki Ignis" name was used. Both three- and five-door hatchback body styles were offered, although the three-door was not offered as part of the regular lineup in Japan.

The Swift was powered by a new generation of Suzuki inline-four gasoline engines, the M family. Engine displacements of 1.3- and 1.5-litres were offered, both with a five-speed manual transmission or optional four-speed automatic. The vehicle was available with either front- or four-wheel drive. Vehicles fitted with the 1.3-litre engine were designated HT51S, with the 1.5-litre version assigned HT81S.

The three-door body variant formed the basis of the Swift Sport in Japan, or Ignis Sport in export markets. Introduced in 2003, it featured redesigned bumpers and was fitted with a higher-output version of the 1.5-litre engine, producing 115 PS. The Sport ceased production in 2005, with the regular Swift (1.3-liter SE-Z trim) remaining until 2006 and sold side by side with the first generation global version Swift since November 2004.

RS413/413D/415
The global version of the first generation Swift was debuted at the Paris Motor Show in September 2004. The design of the Swift was previewed on the Concept S and Concept S2 concept cars at auto shows, in the years leading up to its launch. This generation of the Swift marked a significant departure with the previous Cultus-based models, with Suzuki redesigning the vehicle as less of a "low price alternative" subcompact and more of a "sporty" subcompact. The Swift's design and driving characteristics focused on the European market with its chassis refined through a road-testing program across Europe.

The first generation Swift has received four stars out of five ratings in the Euro NCAP crash tests. It also was awarded 2006 Semperit Irish Car of the Year in Ireland.

Since its global launch in 2005, which was kicked off with a marketing campaign fronted by the footballer Cristiano Ronaldo in many European countries, the Swift has recorded above forecast sales in most markets. In Japan, sales figures reached twice the numbers forecast.

The Swift was available with 1.3- and 1.5-litre petrol engines, rated at 91 PS and 102-110 PS, respectively. It was produced in Hungary, India, Indonesia, Japan, Pakistan and by Chang'an Motors in China. In most markets, only the five-door body is available, and a four-wheel drive is an option for the 1.3- and 1.5-litre petrol engines. A 92 PS 1.25-litre engine fitted with an automatic continuously variable transmission (CVT) was offered in front-wheel drive only. In Europe, the Swift was launched in three- and five-door hatchback forms, with 1.3- and 1.5-litre petrol engines, and a 1.25-litre (marketed as 1.3-litre) DDiS turbodiesel engine supplied by Fiat. Both the 1.3-litre and 1.5-litre petrol models are available with four-wheel drive; these models receive the ZD11S and ZD21S chassis numbers.

Pak Suzuki Motor Company Limited started producing the first generation Swift in November 2009 and only available with 1.3-litre M13A petrol engine and paired with either 5-speed manual or 4-speed automatic transmissions. The first generation Swift was discontinued in Pakistan in August 2021.

In Indonesia, the earlier Swift was imported from Japan and from 2007 to 2011, it was assembled locally at Suzuki Indomobil Motor's production plant in Bekasi, West Java. It was only offered with a 1.5-litre M15A petrol engine, mates with either 5-speed manual or 4-speed automatic transmissions. There were several special editions with Swift Sport bumpers, sold as GT (2007), GT2 (2009) and GT3 (2010), respectively. There was also a special edition called GTS with body kits launched in July 2009.

The Maruti Suzuki Swift was launched in India on 25 May 2005 with the familiar 1.3-litre SOHC 16-valve G13BB petrol engine seen in Maruti Esteem. Later, in early 2007, Maruti introduced the Swift with a Fiat-sourced 1.25-litre D13A DDiS turbodiesel engine. In 2010, due to the new BS-IV emission norms, Maruti replaced the 1.3-litre petrol engine with the more modern 1.2-litre DOHC (later model has VVT) K12M engine.

Changan Suzuki Swift
Suzuki's joint venture in China, Changan Suzuki, started producing Swift for the Chinese domestic market in Chongqing from July 2005. Two petrol engines were available; 1.3-litre SOHC G13BB engine producing 85 PS and 1.5-litre DOHC VVT M15A engine producing 100 PS. Both engines are mated with a 5-speed manual transmission, while the later was available with a 4-speed automatic transmission option. A limited edition Swift with new sporty bumpers called Champion Edition was introduced in June 2010.

While the new generation Swift was prepared for the global market, Changan Suzuki continued producing this generation by giving its first facelift by using Swift Sport bumpers and rear lights in October 2010, skipped the 2007 facelift for the global market model. Suzuki did testing the new generation Swift in China but decided only offered the Japanese imported high performance Swift Sport instead.

The second facelift occurred in 2013 and it has similar front bumper styling as the refreshed second generation Swift.

Sales ended when Suzuki decided to withdraw from Chinese market to focus in India in September 2018. Over 350,000 units Swift were sold in China from 2005 to 2019.

Swift Sport (RS416/ZC31S)
In September 2005, Suzuki launched the Sport version of the new Swift in Japan, and in September 2006 the model was introduced in most European markets. Named "Swift Sport", it is powered by an enhanced M16A unit, a high-revving 1.6-litre, naturally aspirated DOHC VVT four-cylinder engine with an 11.1:1 compression ratio, high lift cams, forged pistons, and strengthened valve springs. The 1.6-litre engine produces 125 PS and 148 Nm torque. At 3765 mm, the car is 70 mm longer than the standard Swift. The Swift Sport features sportier bumpers and spoilers, a stiffer suspension, twin exhaust pipes, red sport seats (with Recaro seats optional) and four-wheel disc brakes on 16-inch wheels. The European Swift Sport features five-speed manual transmission, the three-door body variant, 17-inch wheels (16-inch also available) and electronic stability control (ESC).

In July 2008, Suzuki Germany launched a limited edition of Swift Sport called N'Style Rally to pay tribute to the Suzuki's Group N Junior World Rally Championship car and only limited to 500 units. It was offered exclusively in black and is covered with Suzuki Motorsport’s logos and decals.

In 2007, Suzuki Arena Kyoto Rakunan, a Suzuki's dealership located in Kyoto prefecture collaborated with Japanese car tunner Tommykaira to modify the Swift Sport and it was sold as Tommykaira S-Ss (Super Swift Sports).

In 2008, the Swift Sport has undergone a minor restyling which mostly influenced the interior and gear ratios.

Safety

 * ANCAP (2005, variants with side curtain airbags) -
 * Euro NCAP (2005) -

AZG412/413D/414
The second generation Swift was unveiled on 26 August 2010. It went on sale in Japan on 18 September 2010. The second generation Swift production at Suzuki's plant in Hungary started on 11 June 2010 to be supplied across Europe. The new car has its wheelbase extended by 50 millimeters over the previous generation and has many visual updates. While the new car looks different from the old one, its design is an evolution of the radical first generation styling with a longer and more rounded appearance. During September 2010, Suzuki in the United Kingdom released the second generation Swift onto British roads.

The new generation is expected to feature a 1.25-litre VVT petrol engine (K12B) developing 92 PS. In some countries, the second generation of Suzuki Swift uses a 1.4-litre VVT petrol engine (K14B) which produces 95 PS.

In Thailand, the Swift was built locally since March 2012 and is part of the Thai government's eco-car program. The car was sold there with a CVT automatic transmission on GA, GL and GLX variants; GA and GL variants are also offered with a five-speed manual transmission, without anti-lock brakes. Another variant with the Japanese market RS body kit was later added, as the RX trim.

For the Indonesian market, the Swift was launched on 20 September 2012 at the 20th Indonesia International Motor Show and sold in two trim levels: GL and GX, both available with manual or automatic transmission. The GS trim level was added on 6 June 2015, which was launched at the 2015 Jakarta Fair. The GS trim added HID projector headlights equipped with auto-levelling. Sales of the Swift in that market ended in April 2017. It was replaced by the Baleno hatchback in August 2017, which is slightly bigger and positioned in the same class as the second generation Swift, as the third generation Swift was not released in that market.

For the Malaysian market, the Swift was released in January 2013, imported from Thailand. It is available with three trim levels; GL, GLX and GLX-S. The CKD version was later launched in May 2013. A limited edition called RS based on GLX trim with GLX-S' body kit, decals and red accents interior was launched later in June 2014. The facelifted model launched in July 2015 and followed by RR2 special edition based on GL trim in September.

2013 update
For 2013, Suzuki updated the Swift with some minor cosmetic changes such as a revised front bumper, L-shaped LED daytime running lights on the foglamp housings, fresh 16-inch wheels, LED-type high-level brake lamp and new seat fabric design.

For the Japanese market, it features Suzuki's newly developed Dualjet engine as well as Suzuki's ENE-CHARGE system and ECO-COOL, implemented from the Suzuki Wagon R. The new Dualjet engine uses the dual-injection system on its 1.25-litre petrol engine and it works by increasing vaporisation, making combustion more efficient. It channels fuel to two intake ports instead of only one per cylinder. With the Dualjet technology and the ENE-CHARGE, fuel economy is now up to 26.4 km/L, calculated based on JC08 mode.

Swift Sport (AZG416/ZC32S)
The Swift Sport was previewed by the Swift S-Concept which was showcased first at the 2011 Australian International Motor Show. The production model of Swift Sport is powered by a revised 1.6-litre four-cylinder (M16A) from previous generation Swift Sport's engine and producing 136 PS and 160 Nm. The 2012 model comes with the option of a six-speed manual transmission or a high performance CVT transmission with seven-speed manual mode and paddle shifters.

Riding on lightweight 17-inch alloys, the car now features a rear spoiler, a large front grille, body kit, new HID headlights and rear lighting clusters. The ground clearance is also lower than the normal version. Inside, designers included leather bucket seats with sporty red stitching and a "Sport" mark, a new steering wheel, and different instrumentation.

In January 2014, The Swift Sport was updated to include a 6.1 inch combined satnav/dab radio infotainment touchscreen as standard.

In the United Kingdom, Suzuki has released another special edition of the Swift, the SZ-R, with a list price of £14,249 and limited to just 100 units. In August 2014, Suzuki launched this vehicle for Brazilian market simply as Swift Sport R. It has higher engine output, producing a claimed 142 PS.

Safety

 * ANCAP (2011) -
 * ASEAN NCAP (2013) -
 * Euro NCAP (2010) -
 * Global NCAP (2014, similar to Latin NCAP 2013, no airbags - Indian market) -
 * Latin NCAP (2014, Indian-made most basic Latin American version)-

Third generation (A2L; 2016)
The third generation Swift debuted in Japan on 27 December 2016. The hatchback is built on the HEARTECT platform which made its debut in 2015 and is the same lightweight platform used for the production of the hatchbacks Baleno and Ignis. This new lightweight platform made the third generation Swift roughly 10% lighter than the previous generation. Only 5-door body style is available, even though the car looks like a 3-door because the rear door handles are moved to the C-pillar. Despite having similar size as the previous generation (10 mm shorter, 10 mm lower, 40 mm wider and 20 mm longer wheelbase), the boot space is also roughly 20% more spacious (now 246 litres, up to 579 liters when the rear seats are folded), but still smaller than its competitors.

This generation is also the first that uses the newly developed Boosterjet direct injection turbocharged petrol engines and Smart Hybrid Vehicle by Suzuki (SHVS) mild hybrid technologies. The compact and lightweight 12 or 48-volt mild hybrid system features a belt-driven Integrated Starter Generator (ISG), which assists the engine during acceleration and helps recoup energy via regenerative braking. In Japan, a 48-volt full hybrid model is available for the 1.25-litre four-cylinder petrol engine, it is connected to a Motor Generator Unit (MGU) and 5-speed clutchless automated manual transmission (AGS).

Additional safety kits are also updated, such as; a forward-facing camera and laser sensors that deliver lane departure warning and high-beam assist, along with autonomous emergency braking.

The European market Swift is no longer built by Magyar Suzuki in Hungary, it is now supplied from Japan and also exported to areas including Asia, Oceania and Latin America. It is also manufactured in India, Thailand and Myanmar. The Indian-built Swift is exported to Africa, parts of Asia, and some Latin American and Middle Eastern markets. The third generation Swift is also manufactured in Pakistan and Ghana since 2022 and 2023, respectively.

Facelift
The Suzuki Swift received a minor facelift in May 2020 for the Japanese market. European market received the facelifted model in September 2020. It was also released in November 2020 for the Mexican market, in February 2021 for the Thai and Indian market, and in the Philippine market in March 2022.

The hatchback received new radiator grille, alloy wheels and dual tone colour option. Some features from the higher trim now become available for lower trims, some markets also received new features from other markets which was standard in the pre-facelift model. The engine is also revised for markets with stricter emission standards (see below). The 12-volt mild hybrid system has also been upgraded with a bigger 10Ah battery, replacing the old 3Ah unit to boost energy recovery.

Swift Sport (A2L414/ZC33S)
Suzuki officially unveiled the Swift Sport at the 2017 Frankfurt Motor Show. The car comes with a 1.4-litre turbocharged K14C Boosterjet engine shared with the Vitara S. The engine makes 140 PS DIN at 5,500 rpm and 230 Nm of torque at 2,500–3,000 rpm. It comes equipped with either a 6-speed manual or a 6-speed automatic transmission. Aesthetically, the Swift Sport has a completely new front and rear bumpers, a rear spoiler, 16 or 17-inch alloy wheels, dual exhaust, wider tyres, a front chin spoiler and red accents interior.

In June 2020, Suzuki launched Swift Sport with Suzuki's SHVS 48-volt mild hybrid technology for European market to meet Euro 6d emission standard. Still with the 1.4-litre turbocharged engine (now called K14D Boosterjet), revised with dual VVT and smaller turbocharger. It is now makes 129 PS at 5,500 rpm and 235 Nm of torque at 2,000–3,000 rpm and also 55 kg heavier than the old 6-speed manual non-hybrid model. This version is also available in Singapore, Taiwan, Hong Kong, Macau and Malaysia. The Sport version did not receive any facelift like the regular Swift, except the additional dual tone colour option.

Limited editions
For Italian market, a limited edition Swift Sport BeeRacing was launched in March 2018. In June of the same year, 100 units limited edition Swift Sport, called the Red Devil was announced for the Australian market.

In May 2019, a limited edition Swift Sport Katana was launched for Dutch market only. The limited edition hot hatch pays tribute to the new Suzuki Katana 1000 bike. Built in a limited run of only 30 units, it comes in two colours, 15 units Premium Silver Metallic and 15 units Super Black Pearl paints.

Another limited edition for Italian market was launched in February 2021 to celebrate Suzuki MotoGP's 7th world championship title after Joan Mir won the 2020 MotoGP season. Dubbed as the World Champion Edition and only 7 unit were available for sale.

Malaysian market received a limited edition called Silver Edition in October 2023. Compared to regular Swift Sport, the hatchback received additional styling upgrades such as exclusive metallic silver body color, red accents, carbon fiber finish and bigger 10-inch LCD display.

Tommykaira m14
In 2019, Japanese car tunner Tommykaira launched a tuned car based on the ZC33S Swift Sport called the Tommykaira m14, 12 years after the ZC31S Swift Sport-based S-Ss was introduced in 2007. It is available in three packages; Stage I, Stage II and Stage III.

Special and limited editions
Similar special or limited editions of Swift with Japanese market honeycomb grille, front and rear spoiler, sidekirts, decals (depending on the markets) and additional accessories were launched in India, Philippines, South Africa, Australia, United Kingdom and several other markets.

A special edition based on XG trim called XR Limited was launched for Japanese market in October 2018. The car received sporty exterior package from RS trim, additional "Suzuki Safety Support" safety kits and several comfort features from higher trim. Another limited edition based on the updated XG trim was launched in November 2019, called the Hybrid MG Limited. Basically the car has similar package as the previous limited edition but without sporty RS trim bumpers and additional mild hybrid system as standard.

In Thailand, a special edition called Swift GL Max Edition was launched in November 2020. Equipped with black coloured body kit, crossover-like flare fenders, shark fin antenna and decorated quad exhaust pipes. Another special edition with different body kit called GL Plus was launched in August 2021 and limited edition with upgraded body kit called GL Plus Limitless Edition was launched in June 2022.

In New Zealand, limited editions called SR, SR2 and SR3 with similar concept as the previous generations Swift were available from 2018 to 2021. The most notable changes were the wider 205/45 sport tires and 17-inch black alloy wheels.

Powertrain
It is equipped with either a 1.25-litre 4-cylinder K12C Dualjet dual injectors petrol engine developing 90 PS and 120 Nm of torque or a 1.0-litre 3-cylinder K10C Boosterjet direct injection turbocharged petrol engine for the global market developing 111 PS and 160-170 Nm of torque, both engines are available for regular and mild hybrid forms depending on the market. As standard, all engines are mated with a 5-speed manual transmission (6-speed for Swift Sport), this transmission is also standard for mild hybrid (pre-facelift) and AWD (1.25-litre only) models in Europe. The 1.25-litre engine can be selected with CVT transmission option and the 6-speed automatic transmission option is available exclusively for the turbocharged engines.

For the Japanese market, the 1.25-litre K12C Dualjet engine is offered in three variants; regular petrol engine, mild hybrid and full hybrid, depending on the trim levels. Unlike in Europe, the AWD model can be ordered with CVT transmission option and the full hybrid model is only available with a 5-speed clutchless automated manual transmission (AGS). The 1.0-litre turbocharged engine was also offered in RSt trim until May 2020 and only available with automatic transmission. The engine is tuned to run with regular octane petrol (90–95 RON) which is only producing 102 PS and 150 Nm of torque.

In India though, it is expected to come equipped the familiar 83 PS 1.2-litre 4-cylinder K12M petrol engine and a 75 PS 1.25-litre Fiat-sourced (D13A) turbodiesel engine variant from the previous generations. The former is also available in Latin America, Caribbean, Africa, Middle East and several Asian countries; while the latter was only available for Indian market and discontinued in April 2020.

The Thai-market third generation Swift received the reworked 1.2-litre K12M engine with Dualjet technology in February 2018.

For the 2021 European model, due the implementation of Euro 6d emission standard, both 1.0-litre turbocharged and 1.25-litre engines were replaced by a brand new 1.2-litre K12D Dualjet dual VVT engine with 12-volt mild hybrid system and become standard engine in Europe. This engine is also available for the facelifted Swift in New Zealand, Singapore, Taiwan, Hong Kong and Macau. In February 2021, the facelifted Indian market Swift received a brand new BS6 compliant 1.2-litre K12N Dualjet dual VVT engine.

Several countries in Latin America received K12C Dualjet mild hybrid engine option in November 2021, the engine is only available with a 5-speed manual transmission.

In August 2022, Maruti Suzuki launched CNG version of K12N Dualjet engine in India.

Safety

 * ANCAP (2017, Japanese-made)
 * Base model -
 * Top model -
 * ASEAN NCAP (2018, Thai-made) -
 * Euro NCAP (2017, Japanese-made)
 * With safety pack -
 * Standard -
 * Global NCAP
 * (2018, similar to Latin NCAP 2013, Indian market) -
 * (2022 H2, based on Latin NCAP 2016, Indian market) -
 * JNCAP (in Japanese) -
 * Latin NCAP (2021, similar to Euro NCAP 2014, Japanese or Indian-made most basic Latin American version with 2 airbags) -

Fourth generation (AOL; 2023)
The fourth generation Swift was previewed as the Swift Concept on 25 October 2023. The production model was officially introduced first in Japan on 6 December 2023.

The hatchback is still underpinned by the same Heartect platform, but redesigned to appeal the Generation Z. Despite having similar exterior design as the prior generation, the refreshed design is claimed 4.6% more aerodynamic by adopting back door side spoilers, optimizing the front strake, front bumper and wheel shape. The hidden door handle on the rear door frame is also reverted back to normal position to blend with the side body lines and bringing back older Swift's design identity. The Japanese market Swift received slightly different exterior details such as a different mesh grille design with chrome garnish and additional rear bumper cover for the top two models as standard. The NVH are also improved with several modifications.

For the interior, it sported new multi-layered dashboard design similar to SX4 S-Cross or Baleno, redesign door panels and a bigger 9-inch LCD display for the top model. The safety and convenience feature are also revamped with additional front parking sensors, electronic parking brake, driver monitoring system and an advanced collision avoidance system Dual Sensor Brake Support II (DSBS II) which added wider detection range for bicycles and motorcycles.

Powertrain
A brand new 1.2 L three-cylinder engine called Z12E was also introduced, replacing the older K12D/N Dualjet four-cylinder engines and available in conventional or mild hybrid versions. It is mated to a 5-speed manual transmission or a newly developed lightweight CVT, available for both front or all-wheel drive configurations. A 5-speed automated manual transmission Auto Gear Shift (AGS) is also available mainly for Indian market.

Sedan version
A sub 4-meter notchback sedan version of Swift developed by Maruti Suzuki was introduced in March 2008 in India and marketed as Dzire (Swift Dzire for the first two generations) or Swift Sedan depending on the market. The car is positioned below the SX4 sedan and later Ciaz subcompact sedans and also the successor of Cultus-based Swift sedan. Despite designed to suit Indian sub 4-meter car tax bracket (the first generation was above 4 meters), it is also exported to developing markets in Asia, Africa, Latin America and the Middle East.

Swift EV concepts
The Suzuki Swift Plug-in hybrid concept car was unveiled at the 2009 Tokyo Motor Show. The Swift Plug-in concept has an all-electric range of about 30 km drawing on a lithium-ion battery pack. When the battery is running low a small 0.66 L engine kicks in to power a generator that charges the battery.

In May 2010, Suzuki announced a demonstration program with 60 Swift Plug-in hybrids in Japan scheduled to start by late 2010. Initially sales of the Suzuki Swift plug-in hybrid electric vehicle were scheduled to begin by 2013.

The plug-in car is powered by a 75 PS and 180 Nm AC synchronous motor and a 2.66 kWh Li-ion battery pack. Average fuel consumption, calculated by combining fuel consumption during operation on electric power from grid charge and fuel consumption during hybrid operation after depletion of the battery pack is 37.6 km/L on the JC08 cycle (88.4 mpg US, or 2.7 L/100 km). Grid charge time for the battery is approximately 1.5 hours at 100 V and one hour at 200 V.

In March 2014, Maruti Suzuki announced that it will provide several copies of the production version, renamed "Swift Range Extender" as part of a pilot project to be conducted in partnership with the Indian government during 2014 to 2015. According to Maruti's tests, the Swift Range Extender delivers a combined fuel efficiency of up to 48.2 km/L, with an all-electric range of 25.5 km. The battery takes nearly 90 minutes to get fully charged. Maruti was awaiting for the implementation of India's National Electric Mobility Mission Plan 2020, which will define the government's purchase incentives for plug-in electric cars.

Nameplate use with other vehicles
From 1995 to 2001, the Suzuki Swift nameplate was reused for the second generation Geo Metro in the United States and Canada. It was still based on the previous generation Cultus/Swift's platform and only available as a 3-door hatchback.

In 2003, the first generation 5-door hatchback Chevrolet Aveo was marketed in Canada as Suzuki Swift+ and discontinued in 2011.

Motorsport
The Suzuki Swift Sport is well known for being competitive in rallying, especially under 2.0-litre class. In 2007 and 2010, Per-Gunnar Andersson and Aaron Burkart won the JWRC S100 rally class and also dominating the top three from 2006 to 3024. In 2009, Luke Pinder won the British Rally Championship R1 class. The Swift Sport also successful in All-Japan Rally Championship (ja), it won in JN1 class from 2016 to 2018 and later the JN4 class from 2019 to 2023. In Italy, the Swift has been used for Suzuki Rally Cup since 2007 and followed by Rally Italia Talent since 2019.

In 2019, Michael Hopp and Steve Pittman it won the 2019 Hi-Tec Oils Bathurst 6 Hour E class, finished at 21st place with 113 laps. In 2021 (after the 2020 Bathurst 6 Hour was cancelled due to COVID-19), Ian Cowley, Daniel Natoli & Matt Thewlis finished 2nd 2021 Hi-Tec Oils Bathurst 6 Hour Class E and Michael Hopp, Steve McHugh & Michael Rice finished 3rd 2021 Hi-Tec Oils Bathurst 6 Hour Class E, a double podium for the TEAM Group Suzuki Racing Team.

They are also used in the British RallyCross, where they form both their own category, and the car, all drivers in the 14 to 17 year old Junior category must use. As of 2022, there are 12 Juniors and 8 Senior Swifts.

Javier Pardo and co-driver Adrián Pérez from Suzuki Motor Ibérica won the 2021 European Rally Championship in the ERC-2 category by winning all the six rally events in which they were participated.

Sales
Since its debut in 2004, the Swift has been sold in 169 countries. As of October 2023, sales of the Swift had reached cumulative worldwide sales of 9 million units.

Swift's biggest market is in India, since its launch in 2005, the Swift steadily increased its sales in line with the market expansion due to economic growth. As of September 2021, Swift's total sales in the country has reached 2.5 million units, which is around 30% of total global sales.

The Swift was the best selling car in India in 2020 and 2023.

Awards
The Suzuki Swift has won more than 60 Awards including car of the year awards since its introduction as a global model.
 * Most fun to drive car in Japan car of the year awards 2006
 * Irish Car of the Year 2006.
 * RJC Japan car of the year 2006, 2011 and 2018
 * Indian car of the year 2012
 * 2011 small car of the year by BBC Top Gear India
 * Goldstar award by Wheels magazine Australia
 * Best buy hot hatchback by Whatcar magazine UK for Swift Sport
 * Best model in city cars by L'argus magazine France
 * 2011 Small car of the year by AMI insurance autocar magazine New Zealand
 * Best Small Hatchback award by Otomotif magazine Indonesia 2013, 2014 and 2015
 * Best Small Car' by the Association of Scottish Motoring Writers in Scottish Car of the Year Awards 2010
 * Indian Car of the year 2019
 * 2019 The Budget Car of the Year award by Cars.co.za South Africa

title: Suzuki Swift


text:
William Henry Cavendish-Bentinck

William Henry Cavendish-Bentinck may refer to:

 * William Henry Cavendish Cavendish-Bentinck, 3rd Duke of Portland (1738–1809), British Whig and Tory statesman and Prime Minister
 * Lord William Bentinck (1774–1839), British statesman and governor of India
 * William Henry Cavendish-Bentinck, Marquess of Titchfield (1796–1824), British Member of Parliament

title: William Henry Cavendish-Bentinck


text:
Category talk:History of Northern Ireland

People
Should people really be included in this category? john k 16:53, 10 Oct 2004 (UTC)
 * Shouldn't significant actors in the history of northern Ireland be so identified? --Bejnar (talk) 16:18, 20 August 2012 (UTC)