text:
Maserati Quattroporte

The Maserati Quattroporte is a four-door luxury sports sedan produced by Italian automobile manufacturer Maserati. The name translated from Italian means "four doors". The car is in its sixth generation, with the first generation introduced in 1963.

Quattroporte I (AM107, 1963–1969)
The original Maserati Quattroporte (Tipo AM107) was built between 1963 and 1969. It was a large saloon powered by V8 engines—both firsts for a series production Maserati automobile.

History
The task of styling the Quattroporte was given to Turinese coachbuilder Pietro Frua, who drew inspiration from a special 5000 GT (chassis number 103.060) which he had designed in 1962 for Prince Karim Aga Khan. While the design was by Frua, body construction was carried out by Vignale.

Series I (1963–1966)
The Quattroporte was introduced at the October–November 1963 Turin Motor Show, where a pre-production prototype was on the Maserati stand next to the Mistral coupé. Regular production began in 1964. The Tipo 107 Quattroporte joined two other grand tourers, the Facel Vega and the Lagonda Rapide, capable of traveling at speeds of up to 200 km/h on the new motorways in Europe. It was equipped with a 4.1-litre (4136 cc) V8 engine, rated at 264 PS DIN at 5,000 rpm, and equipped with either a five-speed ZF manual transmission or a three-speed Borg Warner automatic on request. Maserati claimed a top speed of 230 km/h. The car was also exported to the United States, where federal regulations mandated twin round headlamps in place of the single rectangular ones found on European models.

Maserati manufactured 230 of its first generation Quattroportes Between 1963 and 1966.

Series II (1966–1969)
In 1966, Maserati revised the Tipo 107, adding the twin headlights already used on the U.S. model. A leaf-sprung solid axle took the place of the previous De Dion tube. The interior was completely redesigned, including the dashboard which now had a full width wood-trimmed fascia. In 1968 alongside the 4.1-litre a 4.7-litre version became also available (AM107/4700), developing 290 PS DIN. Top speed increased to a claimed 255 km/h, making the Quattroporte 4700 the fastest four-door sedan in the world at the time.

Around 500 of the second series were made, for a total of 776 Tipo 107 Quattroportes. Production ended in 1969.

Specifications
The first generation of the Quattroporte had a steel unibody structure, complemented by a front subframe. Front suspension was independent, with coil springs and hydraulic dampers. Rear suspension used a coil sprung De Dion tube featuring inboard brakes on the first series, later changed to a more conventional Salisbury leaf sprung solid axle with a single trailing link on the second series. On both axles there were anti-roll bars. Brakes were solid Girling discs all around. A limited slip differential was optional.

Engines
The long lived quad cam, all-aluminium Maserati V8 engine made its début on the Quattroporte. It featured two chain-driven overhead camshafts per bank, 32 angled valves, hemispherical combustion chambers, inserted cast iron wet cylinder liners, and was fed through an aluminium, water-cooled inlet manifold by four downdraft twin-choke Weber carburetors—initially 38 DCNL 5 and 40 DCNL 5 on 4200 and 4700 cars respectively, later changed to 40 DCNF 5 and 42 DCNF 5 starting from December 1968.

Special models (AM121, 1971 and 1974)
In 1971, Karim Aga Khan ordered another special one-off based on the Maserati Indy platform. Rory Brown was commissioned as the chief engineer of the project. The car received the 4.9-litre V8 engine (Tipo AM 107/49), rated at 300 PS. Carrozzeria Frua designed the car, the prototype of which was displayed in 1971 and 1972 in Paris and Geneva respectively. The car was production ready, even receiving its own chassis code (AM 121), but new owner Citroën used their influence to have Maserati develop the SM-based Quattroporte II instead. Only two vehicles were finished, chassis #004 was sold by Maserati to the Aga Khan in 1974, and the prototype #002 went to the King of Spain, who bought the car directly from Frua. Both specimens were resold around the turn of 2020s.

Quattroporte II (AM123, 1974–1978)
The second generation Quattroporte, named Maserati Quattroporte II (AM 123), was introduced at the Paris Motor Show and the Turin Motor Show in October 1974. As the result of Citroën's joint-venture with Maserati in 1968, Quattroporte II was very different from its predecessor and the other Maserati cars in the past. Basing on a stretched Citroën SM chassis, Quattroporte II featured a front-mid-engine, front-wheel-drive layout, hydropneumatic suspension, four fixed headlamps with two swivelling directional headlights, and V6 engine. The bodywork was designed by Marcello Gandini at Bertone. Maserati had planned to equip Quattroporte II with V8 engine, but the Maserati's Tipo 107 V8 engine was too large for Citroën SM chassis and too obsolete. A prototype 4.0-litre V8 engine was built from two compact Citroën-Maserati V6 engines. Maserati cut through the rear cylinders in half on one block (2.5 cylinders per bank, discarding the rear) and the middle cylinders in half on another block (1.5 cylinders per bank, discarding the front) then welded the blocks together. The output was 190 kW. The new V8 engine was fitted to Citroën SM for durability test that lasted 17000 km and to prove that the chassis was robust enough to handle more power. Alejandro de Tomaso, the Italian entrepreneur who took over Maserati in 1975, cancelled the V8 engine programme.

A single running prototype was built and tested in 1974. The 1973 oil crisis and the collapse of Citroën's finances in 1974 prevented Maserati from gaining the EEC approval for the European market. The production did not commence until 1976, and each Quattroporte II was built to order and sold in the Middle East and Spain where the type approval was not needed. Only twelve production cars were built from 1976 to 1978.

The engineering and development had cost Maserati about four billion lire by the time the production ended in 1978.

Quattroporte III/Royale (AM330, 1979–1990)
The third generation of the Maserati Quattroporte (Tipo AM 330) was developed under the Alejandro de Tomaso-GEPI ownership. After the Citroën-era front-wheel drive Quattroporte II, the third generation returned to rear-wheel drive with a large Maserati V8 engine. The exterior was designed by Giorgetto Giugiaro.

History
From 1974 to 1976, Giorgetto Giugiaro presented two Italdesign show cars on Maserati platforms, called the Medici I and Medici II. The latter had features that would make it into the production version of the third-generation of the Quattroporte.

A pre-production Quattroporte was introduced to the press by the then Maserati president Alejandro de Tomaso on 1 November 1976, in advance of its début at the Turin Motor Show later that month. It was only three years later though, in 1979, that the production version of the car went on sale. De Tomaso, who disliked Citroën, removed all of the influence of the French marque from the car. The quad-cam V8 engines built since 1963 were used in a stretched version of the Maserati Kyalami chassis. The SM V8 engine prototype under development in the Citroën ownership was also scrapped and the staff was replaced, the most notable being head engineer Giulio Alfieri who was replaced by Aurelio Bertocchi. The hydraulic system of the Quattroporte II was replaced by a conventional power steering setup and the suspension geometry was akin to the Jaguar XJ.

Initially badging reading "4 PORTE " was used, but this was changed in 1981 to ones spelling out "Quattroporte". Two versions of the V8 engine were available: a 4930 cc version generating a maximum power output of 280 PS, and a smaller built-to-order 4136 cc engine generating 255 PS, which was phased out in 1981. The interior was upholstered in leather and trimmed in briar wood. The climate controls came from the Mopar parts bin on early US-spec cars. In 1984, the climate control system was upgraded to share parts with the mass produced Biturbo.

The Quattroporte III marked the last of the hand-built Italian cars; all exterior joints and seams were filled to give a seamless appearance. From 1987 onwards, the Royale superseded the Quattroporte. The Quattroporte III was an instant success and 120 units were sold in Italy in 1980 alone.

Maserati Royale

On 14 December 1986, at Maserati's 60th anniversary as a car manufacturer, De Tomaso presented the Maserati Royale in Modena, a built-to-order, ultra-luxury version of the Quattroporte. It featured a higher compression 4.9-litre V8 engine, generating a maximum power output of 300 PS. Besides the usual leather upholstery and veneer trim, the car featured a revised dashboard with an analogue clock, four electrically adjustable seats, retractable veneered tables in the rear doors, and a mini-bar. Visually, the Royale was distinguished by new disc-shaped alloy wheels and silver-coloured side sills. A limited production run of 120 cars was announced, but when production ceased in 1990 only 53 cars were completed.

In all, including the Royale, production of the Quattroporte III amounted to 2,155 units in total.

Specifications
The Quattroporte III utilised an all-steel unibody structure. The chassis was related to that of the Kyalami, in turn derived from the De Tomaso Longchamp and therefore ultimately related to the De Tomaso Deauville luxury saloon. Front suspension was of the double wishbone type, with single coaxial dampers and coil springs and an anti-roll bar. The rear axle used a peculiar layout very similar to Jaguar independent rear suspension. Each cast aluminium hub carrier was linked to the chassis only by a single lower wishbone, the half shafts doubling as upper control arms, and was sprung by twin coaxial dampers and coil springs units. Rear brakes were mounted inboard, the callipers were bolted directly to the housing of the differential. The entire assembly was supported by a bushing-insulated crossbeam. Initially a Salisbury-type limited slip differential was used; in 1984 it was replaced by a more advanced Gleason-licensed Torsen—or "Sensitork" in Maserati parlance.

The engine was an evolution of Maserati's own all-aluminium, quad overhead cam V8, fed by four Weber carburetors. The automatic transmission used was a three-speed Chrysler A727 "Torqueflite" gearbox. The manual gearboxes are ZF S5 five speed units. When leaving the factory all the cars were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72).

Coachbuilders
Milanese coachbuilder Carrozzeria Pavesi outfitted several armoured Quattroportes during the 1980s. One of them, a 1983 Blu Sera example nicknamed Calliope, was notably used by President of the Italian Republic Sandro Pertini as the official state car during his tenure.

Autocostruzioni SD of Turinese coachbuilder Salvatore Diomante also offered a 65 cm longer limousine version, fully equipped with white leather, "abundant burr walnut", mini-bar, video cassette player and many other necessities. The price of the Diomante limousine at its introduction in 1986 was 210 million lire.

Quattroporte IV (AM337 1994–2001)
The fourth generation of the Quattroporte (Tipo AM337) was manufactured from 1994 to 2001 and was the first car to be produced under the Fiat ownership after Alejandro de Tomaso sold his entire holding to the Italian marque in 1993. It was built on an evolved and stretched (by 5 cm) version of the Biturbo saloon's architecture, and used the twin-turbocharged V6 and later the new AM578 V8 engine from the Shamal flagship grand tourer. For this reason, the car retained very compact exterior dimensions, and is smaller than any of its predecessors and successors. As the designer's signature angular rear wheel arches gave away, the wedge-shaped aerodynamic body was penned by Marcello Gandini.

History

The world première of the fourth generation of the Quattroporte took place at the April 1994 Turin Motor Show and the car went on sale towards the end of the year. Initially the Quattroporte was powered by the twin-turbocharged, 24-valve V6 engines from the Ghibli. For export markets there was a 2.8-litre unit, generating a maximum power output of 284 PS and allowing the car to attain a claimed top speed of 255 km/h. As local taxation strongly penalised cars over two-litre in displacement, Italian buyers were offered a 2.0 L version, which developed a little more power (287 PS) but less torque than the 2.8-litre version; on the home market, the 2.8 was not offered until a year after its introduction. The cabin was fully upholstered in Connolly leather and trimmed in elm burl wood veneer. Weight was also reduced by at least 300 kg as compared to the Quattroporte III primarily due to the compact Biturbo underpinnings and by the use of a compact powerplant.

After having been displayed in December 1995 at the Bologna Motor Show, a 3.2-litre twin-turbocharged V8 Quattroporte was added to the range in 1996: the new AM578 engine, an evolution of the Shamal V8, generated a maximum power output of 335 PS (247 kW; 330 hp). The top speed was claimed to be 270 km/h. At the same time, some minor updates were introduced on all models: new eight-spoke alloy wheels and aerodynamic wing mirrors, and seicilindri or ottocilindri (Italian for "six" and "eight-cylinders" respectively) badges on the front fenders, denoting which engine was under the bonnet.

As standard, all the three engines were mated to a Getrag 6-speed manual transmission, while 4-speed automatic transmissions were available on request with the 2.8 and 3.2 engines respectively—4HP22 by ZF Friedrichshafen and a computer-controlled transmission supplied by an Australian firm BTR.

In July 1997, Fiat's subsidiary Ferrari acquired a 50% controlling stake in Maserati S.p.A. . Ferrari immediately undertook a renewal of Maserati's dated production facilities, as well as made improvements to the manufacturing methods and quality control.

The steps taken by the new parent company resulted in the improved Quattroporte Evoluzione which was introduced at the March 1998 Geneva Motor Show. It featured 400 all-new or modified parts out of a total 800 main components. Powertrains and performance remained unvaried, save for the adoption of the same BTR transmission from the 3.2 V8 for the automatic 2.8 V6 model. The Evoluzione no longer had the oval Maserati clock on the dashboard and had redesigned wing mirrors. Ferrari management decided to drop the 2.0 L V6 from the Evoluzione lineup, when they were offered alongside the new 3200 GT, and so the new cars were distinguished from the earlier models by V6 evoluzione or V8 evoluzione badges on the front fenders. Production of the fourth generation of the Quattroporte ended in May 2001 and 2,400 units were made in total with 730 being the Evoluzione versions.

Japanese importer Cornes & Co. ordered a special numbered edition of the Quattroporte for their customers. Cornes Serie Speciale were the last cars built and were limited to only 50 examples. Available in both V6 and V8 Evoluzione variants, all were equipped with the automatic transmission. This special edition is the only Quattroporte to have a Maserati badge inserted into the C-door-pillar. Even though other Evoluziones had the Lassale clock replaced with the Maserati trident, this edition retained the original timepiece.

Specifications
The Quattroporte is a four-door, five-seater saloon with a steel unibody construction. The overall layout remained unchanged from the Biturbo from which the car descended: longitudinal front engine, rear-wheel drive, all-independent suspension with MacPherson struts upfront and trailing arms at the rear. Despite these similarities, the suspension had been re-engineered: rear trailing arms had a tube framework structure like on the Shamal, together with the limited slip differential. These two components were attached to the body via a newly designed tubular subframe.

Quattroporte V (M139, 2003–2012)

The fifth generation of the Quattroporte (Tipo M139) debuted at the Frankfurt Motor Show on 9 September 2003 and made its U.S. première at the 2003 Pebble Beach Concours d'Elegance; production started in 2003. Exterior and interior design was penned by Pininfarina's then chief designer Ken Okuyama. The last M139 Quattroporte was built on 20 December 2012.

Built on an entirely new platform named the M139, it was 50 cm longer than its predecessor and sat on a 40 cm longer wheelbase. The same architecture would later underpin the GranTurismo and GranCabrio coupés and convertibles.

Initially, the Quattroporte was powered by an evolution of the naturally aspirated dry sump 4.2-litre V8 engine, as used in the Maserati Coupé, with an increased power output of 400 PS and new black plastic inlet manifold instead of an aluminium cast one. Due to its greater weight compared to the Coupé and Spyder, the 0–100 km/h (0–62 mph) acceleration time for the Quattroporte is 5.2 seconds and the top speed is measured at 171 mi/h.

Over 5,000 cars were built in 2006.

2003–2008
The Maserati Quattroporte was initially offered in only one configuration, equipped with an automated manual transmission, marketed as DuoSelect. The base Quattroporte DuoSelect featured a chrome grille with horizontal slats, adaptive suspension, marketed as Skyhook, 330 mm brake disks with four piston calipers at each wheel. Maserati offered fifteen exterior paint colours, Poltrona Frau leather upholstery in ten colours, contrasting seat piping and stitching and three types of wood inserts.

In 2004, the American luxury department store Neiman Marcus offered a limited edition of the Quattroporte, only available for order through the retailer's 2004 Christmas Catalog at a price of 125,000 USD. Each of the 60 Neiman Marcus Quattroportes was finished in Bordeaux Pontevecchio (wine red) exterior colour and featured a chrome mesh-front grill along with side vents and 19-inch ball-polished wheels. The interior was upholstered in ivory Poltrona Frau leather accented with Bordeaux piping and mahogany wood trim.

At the Frankfurt Motor Show in September 2005, Maserati introduced two different trim levels for the Quattroporte, the Executive GT and Sport GT.

The Quattroporte Executive GT was a comfort and luxury-oriented specification; it came equipped with a wood-rimmed steering wheel, an Alcantara-suede interior roof lining; ventilated, adaptive, massaging rear seats, rear air conditioning controls, veneered retractable rear tables, and curtain shades on the rear windows. The exterior was distinguished by 19 inch eight-spoke ball-polished alloy wheels and chrome mesh front and side grilles.

The Quattroporte Sport GT variant offered several performance upgrades: a re-configured transmission providing faster gearshifts and a firmer Skyhook suspension system; courtesy of new software calibrations, seven-spoke 20 inch wheels with low-profile tyres, cross-drilled brake rotors, and braided brake lines. Model-specific exterior trim included dark mesh front and side grilles and red accents to the Trident badges, as on vintage racing Maserati models. Inside, there were aluminium pedals, a sport steering wheel and carbon fibre in place of the standard wood inserts.

A new 6-speed ZF-supplied automatic transmission was presented at the Detroit Motor Show in January 2007, with the first cars delivered right after the launch, marketed as Maserati Quattroporte Automatica. As all the three trim levels were offered in both DuoSelect and Automatica versions, the lineup grew to six models.

The Quattroporte Sport GT S was introduced at the Frankfurt Motor Show in September 2007. Taking further the Sport GT's focus on handling, this version employed Bilstein single-rate dampers in place of the Skyhook adaptive system. Other changes from the Sport GT were a lowered ride height and 10 mm wider 295/30 rear tyres, front Brembo iron/aluminium dual-cast brake rotors and red-painted six-piston callipers. The cabin was upholstered in mixed Alcantara and leather, with carbon fibre accents; on the exterior, the door handles were painted in body colour, while the exterior trim, the 20 inch wheels and the exhaust pipes were finished in a "dark chrome" shade.

At the 2008 North American International Auto Show, Maserati launched the Quattroporte Collezione Cento, a special edition of the Quattroporte limited to 100 examples. Its unique specification featured an ivory paint colour with a waist coachline, matched to Cuoio tan tufted leather upholstery and Wengé trim inlaid with mother of pearl. Standard equipment comprised most of the available infotainment options.

2008–2012 facelift

The facelift Quattroporte débuted at the 2008 Geneva Motor Show. Overseen by Pininfarina, the facelift featured redevised bumpers, side sills and wing mirrors (the latter carried over from the GranTurismo), a convex front grille with vertical bars instead of horizontal, new headlights and tail lights with directional bi-xenon main beams and LED turn signals. Inside there was a new navigation and entertainment system. All Quattroporte models now used the ZF automatic transmission, with the DuoSelect being discontinued.

The 4.2-litre Quattroporte featured single-rate damping comfort-tuned suspension and 18 inch wheels. Debuting alongside was the Quattroporte S, powered by a wet-sump 4.7-litre V8 engine, the same engine utilised in the Maserati GranTurismo S, with a maximum power output of 430 PS and maximum torque of 490 Nm. In conjunction with the engine, the braking system was upgraded to cross-drilled discs on both axles and dual-cast 360 mm rotors with six piston callipers at the front. Skyhook active damping suspension and 19 inch V-spoke wheels were standard. Trim differences from the standard 4.2-litre cars were limited to a chrome instead of a titanium-coloured front grille.

Production of the facelift Quattroporte models started in June 2008.

The Quattroporte Sport GT S premièred at the North American International Auto Show in January 2009. Its 4.7-litre V8 has a maximum power output of 440 PS, ten more than the Quattroporte S, owing to a revised intake and a sport exhaust system with electronically actuated bypass valves. Other mechanical changes were made to the suspension system, where the Sport GT S single-rate dampers took place of the Skyhook system, ride height was further lowered and stiffer springs were adopted. The exterior was distinguished by a specific front grille with concave vertical bars, black headlight bezels, red accents on the Trident badges, the absence of chrome window trim, body colour door handles and black double oval exhaust pipes instead of the quad round exhaust pipes found on other Quattroporte models. On the interior, the veneer trim was replaced by "Titan Tex" composite material and the cabin was upholstered in mixed Alcantara and leather.

The Quattroporte Centurion Edition was presented in March 2009 for the UK market. It was special version developed only for the holders of black American Express cards. The car was finished in black exterior colour and with the Centurion logo on the headrests and instrument panel. The engines available were the standard 4.2-litre and 4.7-litre V8.

A special edition of the Quattroporte GT S was introduced at the 2010 Geneva Motor Show: the Quattroporte Sport GT S Awards Edition, celebrating the 56 awards received by the fifth generation of the Quattroporte in just six years since its launch. Its unique specification consisted of "Nero pianoforte" or specially-developed pale gold "Quarzo fuso" pearlescent paint, satin grey wheels, polished brake callipers and all chrome trim in a dark finish.

Specifications
The Quattroporte's body is a steel unibody, with an aluminium boot lid and engine bonnet; the coefficient of drag is. Front and rear aluminium subframes support the whole suspension and drivetrain.

A 47%/53% front/rear weight distribution was achieved by setting the engine behind the front axle, inside the wheelbase (front-mid-engine layout) and the adoption of a transaxle layout. With the later automatic transmission - fitted in the conventional position en bloc with the engine - weight distribution changed to 49%/51% front/rear. The suspension system consists of unequal length control arms with forged aluminium arms and hub carriers, coil springs and anti-roll bars on both axles.

Transmissions
The DuoSelect transmission available at the launch of the fifth generation of the Quattroporte was a development of the Cambiocorsa unit first used in the Maserati Coupé and built by Graziano Trasmissioni. It was a Ferrari-based automated manual transmission, mounted at the rear axle in the block with the differential in a transaxle layout, with the twin-plate dry clutch located in a bell housing attached to the rear of the engine. A torque tube joined rigidly together the two units. Gear shifting was done via the standard paddle shifters behind the steering wheel; there was no gear lever on the centre tunnel, but rather a small T-shaped handle used to quickly engage first gear and reverse when maneuvering at slow speed.

The 6-speed torque converter automatic transmission was a 6HP26 supplied by ZF Friedrichshafen. Unlike the DuoSelect, it was placed in the conventional position right behind the engine; to accommodate it and the new rear differential the front and rear subframes as well as part of the transmission tunnel had to be redesigned. Manual shifting was possible by the centre-console mounted gear lever; in addition, Sport GT cars came equipped with paddle shifters as standard, while on other models they were an optional extra. All Quattroporte models were fitted with a limited slip differential.

Engines
The V8 engines of the fifth generation of the Quattroporte belonged to the Ferrari-Maserati F136 family; they had aluminium-silicon alloy block and heads, a crossplane crankshaft, four valves per cylinder driven by two overhead camshafts per bank and continuous variable valve timing on the intake side. F136S 4.2-litre engines in DuoSelect equipped cars used a dry sump lubrication system; F136UC 4.2-litre engines on automatic cars were converted to use a wet sump oiling system, as did the later 4.7-litre, codenamed F136Y.

Bellagio Fastback Touring

In 2008, at the Concorso d'Eleganza Villa d'Este, Milanese coachbuilder Carrozzeria Touring Superleggera unveiled the Maserati Bellagio Fastback Touring, a 5-door hatchback built on the chassis of the fifth generation of the Quattroporte. In May 2013 a Bellagio Fastback was auctioned by RM Auctions at their Villa Erba event, in occasion of Concorso d'Eleganza Villa d'Este; the price was €117,600. According to the auction house, four examples have been built by Carrozzeria Touring.

A Maserati Quattroporte V has also been used as a hearse as seen on the funeral of the Polish president Lech Kaczynski in 2010.

Motorsport
In 2009 Swiss Team announced the development of "Maserati Quattroporte EVO" International Superstars Series racing cars based on the 4.2-litre Quattroporte M139, to be piloted by Andrea Chiesa. Swiss Team fielded the cars in the 2009, 2010, 2011 and 2012 seasons; Italian racing driver Andrea Bertolini won the 2011 championship season at the wheel of a Swiss Team Quattroporte.

Quattroporte VI (M156, 2013–present)
The current and sixth-generation of the Quattroporte was introduced in early 2013. With a 3171 mm wheelbase it is a considerably larger vehicle than any of its predecessors, to set itself apart from the smaller Ghibli, which shares its underpinnings. Engine choice includes twin-turbocharged V6 and V8 petrol engines, as well as a turbodiesel V6.

Development
The new Quattroporte was designed at a special Maserati-only department within the Fiat Group Centro Stile design centre, under the guidance of ex-Pininfarina designer Lorenzo Ramaciotti. Drivetrains, platform, suspension, and body elements such as the front doors are common to the Quattroporte and the smaller Ghibli saloon, which sits on a undefined mm shorter wheelbase. The Quattroporte is manufactured at the Officine Maserati Grugliasco plant in Grugliasco, near Turin, dedicated to Giovanni Agnelli; this former Bertone plant was acquired by Fiat S.p.A. in 2009 and renovated for production of the two cars.

Production
The current-generation of the Quattroporte was unveiled at the North American International Auto Show in Detroit in January 2013. Production started in November 2012. Initially the range included the twin-turbocharged V8 equipped, rear-wheel drive Quattroporte GTS and the entry level Quattroporte equipped with a twin-turbocharged V6 engine; available with Q4 four-wheel drive and rear-wheel drive depending on the market and the choice of the customer. The flagship GTS can be distinguished by its trapezoidal instead of round tail pipes. A V6 turbodiesel model for European markets was introduced in September 2013 at the Frankfurt Motor Show.

In early September 2023, Maserati announced that production of the V8 engine used on the Ghibli (M157) and Quattroporte was to conclude at the end of 2023. Quattroporte production is scheduled to end in December 2023; a successor is reportedly in the works.

2015 Quattroporte Zegna Limited Edition
A total of 100 Quattroporte Zegna Limited editions were produced for worldwide markets in collaboration with Italian fashion house Ermenegildo Zegna. This unique model based on the Quattroporte GTS features unique exterior and interior details including a custom platinum-metallic silk paint scheme with aluminium pigments the exterior of the car along with matching colour coordinated 20-inch wheels. On the interior, the seats, panels, roof lining and sunshades are made from specially-milled silk fibers, high performance leather and woolen herringbone fabrics.

2015
At the November 2014 Los Angeles Auto Show Maserati introduced the model year 2015 range. The Quattroporte GTS received mild cosmetic updates, such as new multi-spoke forged alloy wheels, colour-matched lower bodywork, and red-accented Maserati logos, while all models were given upgraded standard equipment and ampler trim choice.

2019
In 2019, the Maserati Quattroporte GTS was awarded "Best Luxury Vehicle" by the Washington Automotive Press Association (WAPA), in Washington DC. The sixth generation Quattroporte is considered as one of the fastest relatively depreciating production cars.

Body and chassis
The Quattroporte uses a mixed steel and aluminium unibody chassis. Front and rear crash structures, the shock towers, the front wings, all four doors, the engine bonnet and the boot lid are made of aluminium. Quattroporte has a. Front suspension uses unequal length wishbones with a forged aluminium upright/hub carrier, and an anti-roll bar; rear suspension is a 5-link, with four aluminium links and a larger, steel fifth lower arm that also serves as a spring seat. A front aluminium subframe supports the engine by two mounting points; the steering rack and the lower suspension arms. A rear subframe, made of steel, houses the differential and supports all of the five suspension links. Unlike the predecessors, the new Quattroporte has frameless doors.

Engines and performance
The Quattroporte is offered with range of two petrol engines. The Quattroporte GTS features a variant of the F154 engine platform shared with the Ferrari 488, the Portofino and other Ferrari models. The engine is a 3.8-litre 90° twin-turbocharged V8, generating a maximum power output of 530 PS. The base engine used throughout the trim levels is a 3.0-litre 60° twin-turbocharged V6 generating a maximum power output of 410 PS. The same engine is shared with the mid-size Ghibli. Both of the engines are designed and assembled by Ferrari.

The V8 engine of the Quattroporte GTS differs from the other members of the Ferrari F154 family, in that the Maserati version has a crossplane crankshaft and wet sump lubrication. Turbine housings and exhaust manifolds are integrated in a single piece. The engine also has an overboost function which raises the maximum torque from 650 N.m between 2,000 and 4,000 rpm to 710 N.m between 2,250 and 3,500 rpm.

The V6 engine blocks are cast and machined to Ferrari's specifications respectively in Chrysler's Kokomo, Indiana and Trenton Engine Plant from where they are then shipped to the Ferrari factory in Modena, Italy for assembly. Apart from the gasoline engines, a diesel engine is also available in the Quattroporte lineage, a 275 PS 3.0-litre V6 with a single variable geometry turbocharger, designed and assembled by FCA's subsidiary VM Motori.

As of the 2018 model year, the Quattroporte S Q4 was upgraded to raise the maximum power to 430 PS from its twin-turbocharged V6 engine. The GTS also received a power upgrade and now generates a maximum power output of 568 PS from its twin-turbocharged V8 engine.

The Quattroporte GTS can accelerate from 0–97 km/h in 4.2 seconds and can complete the quarter-mile in 12.7 seconds as evident in Car and Driver's December 2014 road test.

Transmission
All engines are mated to a ZF-supplied 8HP70 8-speed automatic gearbox, with four-wheel drive available on the V6 in left-hand drive markets only.

The V6 four-wheel drive Q4 drivetrain is the same as that in the Ghibli. Attached to the end of the 8-speed transmission is a transfer case, containing an electronically controlled multi-plate wet clutch, which sends power through a drive shaft to an open differential bolted to the oil pan. During normal operation the car is rear-wheel drive only; when needed the system can divert up of 50% of engine torque to the front wheels.

title: Maserati Quattroporte


text:
Maserati Coupé

The Maserati Coupé and Spyder (Tipo M138) are a series of grand tourers produced by Italian automaker Maserati from 2001 to 2007. The two nameplates refer to the four-seater coupé and two-seater convertible models, respectively. The design of both models was based on the preceding 3200 GT, which was not sold in the US. Due to the confusing nature of the names "Maserati Coupé" and "Maserati Spyder" (which could refer to any coupé or convertible Maserati has made) the Coupé and Spyder are both commonly referred to as the 4200 GT, which is an evolution of the prior model name and a reference to the increase in engine displacement from 3.2 L (3,217 cc) to 4.2 L (4,244 cc).

The Spyder was first unveiled to the public at the 2001 Frankfurt Auto Show with the Coupé's debut following shortly thereafter at the 2002 Detroit Auto Show. Sales in the United States began in March 2002 for the Spyder and in May for the Coupé. The introduction of the Spyder heralded Maserati's return to the North American market after an 11-year hiatus. Almost as soon as it was introduced, the Spyder was selected by Forbes as the Best GT for 2001.

The Coupé and Spyder were designed by Giorgetto Giugiaro of ItalDesign, who also designed the Ghibli, mid-engined Bora, Quattroporte III and the 3200 GT as well. Interior design was commissioned to Enrico Fumia and was based heavily on the 3200 GT's interior, restyled in 1999. The cars were built at the Viale Ciro Menotti plant in Modena, Italy. In total, 13,423 cars were produced before being replaced by the GranTurismo.

Design

The Maserati Coupé is a true four-seater capable of comfortably seating two adults in the rear seats. It has a wheelbase of 2660 mm which is about 3 in longer than the rival Jaguar XK8 and 305 mm longer than a Porsche 911 (996). Overall vehicle length is 4523 mm, width is 1822 mm, and height is 1305 mm. Total curb weight is 1670-1680 kg. The design is similar to the preceding 3200 GT but the boomerang shaped taillights were replaced in favour of more conventional units.

The Maserati Spyder is a soft-top convertible and features a top that is electronically operated by a pushbutton on the center console. The top automatically stows beneath a hard cover that sits flush with the body in front of the boot. Both deployment and stowage of the top takes about 30 seconds. Arch-type roll bars are provided behind each seat. The Spyder's 2440 mm wheelbase is 220 mm shorter than the Coupé's. Overall length is 4303 mm, width 1822 mm, and height 1305 mm. Curb weight is 1720-1730 kg.

In late 2004, the Coupé and Spyder underwent a minor facelift. This meant a new, somewhat larger grille with its lower edge pulled somewhat lower into the lower lip of the front bumper was installed. The Spyder also got a glass rear window in 2003 instead of the standard plastic material. The new grille also features horizontal bars, while the 1963 style oval Maserati logo “Saetta” now mounted on the C-pillars, and a new air outlet (as per GranSport versions) featured with a new rear bumper.

Specifications
The Maserati Coupé and Spyder utilise the same vehicle systems – engine, transmission, suspension, and interior driver and front passenger controls and safety equipment. Their performance specifications are almost identical, with some reviewers claiming that the Coupé has better performance due to its lesser weight and more rigid body structure, while others measured faster performance from the Spyder. Both models came standard with 18 inch alloy wheels that originally had a 15-spoke design, but after 2003 most buyers chose the optional 7-spoke sport wheels which became standard by 2005. Maserati offered sixteen exterior colours, ten shades of leather interior along with the ability to select among colours for various interior details such as the piping and stitching used. Five colours for the Spyder's convertible top were also offered.

Engine

Both models utilize the F136 R V8 belonging to the Ferrari/Maserati F136 engine family; it displaces 4,244 cc and is rated at 390 PS at 7,000 rpm with a peak torque of 450 Nm at 4,500 rpm.

Significant changes from the prior 3200 GT engine were the larger displacement resulting from an increased cylinder bore diameter and the move to a naturally aspirated intake system which replaced the twin-turbocharged induction approach Maserati had used for the previous 20 years, fundamentally because the powertrain was now Ferrari based. The crankshaft is of crossplane design. The engine operates at a compression ratio of 11.1:1 with the eight cylinders configured in a 90° V design. The cylinder bore diameter is 92 mm and piston stroke length is 80 mm. The engine shares many of the design features of modern racing engines, including dry sump lubrication, a pump assembly located outside the crankcase, and four valves per cylinder. The 32-valve DOHC utilises chain-driven, twin-overhead camshafts that provide valve actuation in less than 0.15 seconds, with the intake cams being controlled by variable valve timing. The crankcase and cylinder heads are made from an aluminium and silicon alloy, giving the engine a relatively light weight of 184 kg.

Transmission
The manual transmission is a six-speed unit that was available either as a GT or CC (Cambiocorsa) using paddle shifters. The GT version utilises a foot-operated clutch, whereas the Cambiocorsa (Italian, meaning "race shift”) is an automated manual transmission. It uses a Formula One-type gearbox, built by Graziano Trasmissioni, with hydraulic operation and electronic management operated by F1-style paddles behind the steering wheel, similar to the system used in Ferrari sports cars. The system allows the driver to choose between four different operating modes: Normal, Sport, Auto and Low Grip. Each of these programs is selected by means of console-mounted buttons, corresponding to different types of operating mode. By switching between the Normal and Sport modes, the driver can select between different electronic stability control settings and, if installed, different active suspension settings. Normal mode provides a more comfortable ride, whereas Sport mode stiffens up the suspension and provides fast gear shifts of around a quarter of a second. Automatic mode electronically handles shifting of the transmission, but allows the driver to rapidly revert to manual using the F1-style paddles. The Low Grip, or Ice mode, allows for smooth starting and gear changes on snow and ice.

The transmission is of a transaxle type and located at the rear of the vehicle. It is integrated in with the differential, unlike its predecessor. This gives both the Coupé and Spyder a 48/52% weight distribution between the front and rear axles.

Suspension
The Maserati Coupé and Spyder both have a light alloy double wishbone suspension. The rear suspension is fitted with a toe-in regulator bar which enhances the precision of the drive train and provides balanced cornering. The front suspension layout incorporates “anti-dive” features to prevent nose-diving when braking. The suspension system is completed by front and rear anti-roll bars.

Perhaps the most highly regarded option is a computer-controlled suspension damping system called "Skyhook". This adaptive damping system uses coil-over shock absorbers and a set of six accelerometers that continually monitor the movement of the wheels along with the car's body and transmits this information to a control unit. The vehicle's computer analyses this data and coordinates it with the Cambiocorsa transmission and other Maserati safety systems. Skyhook then calculates, and recalculates the data at least 40 times per second and instantaneously adjusts each shock absorber accordingly. When placed in the Sport mode, the suspension firms up for better cornering.

Safety
Both models are equipped with front and side driver and passenger airbags as well as seat belt pre-tensioners. Driving stability is provided by Maserati Stability Program (MSP) which became standard on the 2004 models and controls the engine and brakes to help the driver control the vehicle in extreme driving situations. The MSP system integrates four different vehicle systems - the anti-slip regulation traction control (ASR), the motor spin regulation (MSR), electronic brake force distribution (EBD), and anti-lock braking system (ABS). The wheels employ a high-performance Brembo braking system with light alloy four-piston calipers and cross-drilled large ventilating brake discs.

Interior

The Coupé and Spyder came standard with an infotainment system present on the centre console that combines audio and climate controls. An optional GPS navigation system and hands-free GSM phone were also available as options integrated into the infotainment system. Additional optional equipment includes xenon headlights, upgraded audio system and CD changer, electrochromic rear view mirror, rear parking sensors, seat heaters, and cruise control. Various interior trim packages were offered, including a leather headliner featuring a grosgrain pattern, and either a carbon fibre kit or Briar wood kit sporting wood portions of the steering wheel, door trim, and shifter. Purchasers could even order custom Maserati luggage, made to match their car's interiors.

Maserati GranSport
The Maserati GranSport is a sportier version of the Coupé that was first unveiled at the March 2004 Geneva Motor Show. It featured improved aerodynamics, retuned suspension, engine and transmission, and a sportier interior. Frank Stephenson, as newly appointed Director of Ferrari-Maserati Concept Design and Development, was responsible for exterior and interior redesign. An open-top GranSport Spyder with similar modifications was introduced a year later, at the September 2005 Frankfurt Motor Show.

It is powered by the same 4,244 cc, dry sump, 90° V8 engine used on the standard Coupé and Spyder. However, the engine is rated at 400 PS at 7,000 rpm due primarily to a different exhaust system and improvements on the intake manifolds and valve seats. Only the six-speed Cambiocorsa paddle shift transmission was offered, and was recalibrated for quicker shifts. The exhaust, equipped with bypass valves, was also specially tuned to "growl" on start-up and full throttle. The GranSport used the Skyhook active suspension, with a 10 mm lower ride height. Other than height, the exterior dimensions and curb weight were unchanged from the Cambiocorsa Coupé and Spyder. The GranSport had a claimed top speed of 290 km/h, and a 0 to 100 km/h acceleration time of 4.85 seconds.

The higher top speed was possible due to a taller sixth gear ratio and more aerodynamic body cladding. New bumpers, side skirts, rear lip spoiler and underbody panels lowered the drag coefficient by 0.02 to 0.33 and simultaneously reduced lift. Chrome mesh grilles to the front and rear bumpers, and "Trofeo"-design 19-inch wheels with trident-shaped spokes were other distinguishing exterior features.

Inside, the GranSport was fitted with wide, highly contoured sport seats, which required a slimmer centre console (constructed in carbon fibre) and elastic door pockets. Carbon fibre was also used to for the dashboard trim and on the new thick-rimmed steering wheel. On the coupé, the upholstery materials were leather and technical cloth (in black, Nickel Gray or Metal Blue) on the seat centres, backs and dashboard fascia; the Spyder had an all-leather interior. Seven paint colours were available: solid Giallo Granturismo and Rosso Mondiale, metallic Nero Carbonio, Blu Mediterraneo, Grigio Alfieri and Grigio Touring, and special triple-layer white Bianco Fuji.

GS Zagato
The limited production Maserati GS Zagato was introduced by Zagato at the 2007 Concorso d'Eleganza Villa d'Este. Its design is inspired by the 1954 Maserati A6G Berlinetta Zagato. Cars were based on a shorter GranSport Spyder chassis with aluminium bodywork designed by Norihiko Harada. The two-seater coupé was commissioned by a Maserati CEO, Karl-Heinz Kalbfell and in total only nine units were created.

A8GCS Berlinetta
The A8GCS Berlinetta is a concept car based on the Maserati GranSport from coachbuilder Carrozzeria Touring Superleggera, presented in 2009.

Maserati Trofeo
The Maserati Trofeo is a racing version of the Coupé that was introduced in 2003. It utilises the standard engine of the coupé that is rated at 420 PS due to a revised engine mapping and a modified free-flowing exhaust that uses a baffle-free muffler. Vehicle weight was reduced by 550 lb as a result of many comfort oriented components being stripped out: soundproofing, air conditioning, and the leather interior were left out, with the regular seats being replaced by racing seats. Carbon-fibre doors and hood replaced the standard car's steel components, and plexiglass replaced the side window glass. The result is a 0-60 mi/h acceleration time of 4.0 seconds. A Trofeo racing series was organized for enthusiasts, with a per-race rental charge of about US$20,000. For the 2005 season of the race, the Coupé-based Trofeo was updated and since based on GranSport model.

A Trofeo Light (or simply the Maserati Light) was also developed for use in various national and international racing series, including the Italian GT Championship, Rolex Sports Car Series, and FIA GT3 European Championship. It is distinguishable from the Trofeo by having a wider flared wheel-arches with air-exhaust behind front wheels and wider rear spoiler.

Special editions
The Maserati Coupé and Spyder special editions are primarily exterior trim packages that were only offered for certain model years or on a limited number of vehicles. They include:
 * 2004 'Spyder 90th Anniversary'
 * GranSport 'Limited Edition'
 * 2006 GranSport 'MC Victory'
 * 2006 GranSport 'Contemporary Classic'
 * 2007 GranSport 'Maserati and Cornes 10th Anniversary'

Also, in 2004, a Vintage trim package was introduced. It includes chrome air-exhaust vents in the front fenders, a new polished wheel design, silver-finished brake calipers, and chrome door handles. The front fender vents were intended to evoke those of the 1957 3500 GT.

A 2004 Coupé 90th Anniversary edition was announced, but apparently never produced.

The 'Spyder 90th Anniversary' was shown in late 2004 and produced in the limited number of 90 cars for North America and another 90 cars for the rest of the world. 15 were in right-hand drive, mainly for Britain. This edition is not a GranSport but a regular Spyder model that is visually based on the GranSport bodykit (without power upgrades), and may be recognised by its oval Maserati badges on the front fenders, titanium coloured brake calipers, grey headlamp housings and a special blue/grey interior with limited edition plaque. The headrests also received aerodynamic fairings behind the rollover bars. Special Blu Anniversary paint could be chosen.

The 'MC Victory' edition features details made out of carbon fibre like: front splitter, racing seats and rear nolder. Centre console bears the limited edition plaque and there are Italian flag emblems embedded into front fenders. Most cars were chosen in exclusive Blu Victory paint. It was unveiled at the 2006 Geneva Motor Show to celebrate the racing success of the MC12 GT1. Only 181 cars were made.

A 'Limited Edition', destined for US market is recognizable for the “Saetta” logo featuring the Trident with red accents and oval Maserati badges on front fenders. Minor upgrades for the interior, including an "Auditorium 200" sound system and full leather headliner were included.

The GranSport 'Contemporary Classic' was offered in 4 basic colours with interior piping around the seats and dashboard matching with body paint. Also recognisable by light blue dials.

GranSport 'Maserati and Cornes 10th Anniversary', 35 units were made to commemorate the 10th anniversary of Japanese importer Cornes & Co. cooperation with Maserati. It was available in black or white with beige or blue interior respectively. Front fenders sport the same Italian flag emblem as MC Victory. Interior features include a limited edition plaque, but without numbering, and light blue dials.

Maserati 420 Super Monoposto
The Maserati 420 Super Monoposto is a one-off RHD car inspired by the 2001 Maserati 320S concept. It was revealed in July 2016 at the Brooklands Motor Museum.

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

title: Maserati Coupé


text: User talk:202.83.32.3

title: User talk:202.83.32.3


text:
Guča

Guča (Serbian Cyrillic: Гуча, pronounced ) is a small town near the city of Čačak, located in the Lučani municipality, Moravica District, in the Dragačevo region of western Serbia. As of 2011 census, it has a population of 3,710 inhabitants. It is famous for its annual Guča trumpet festival, which is held in town and is attended by several hundred thousand visitors each year.

Administrative divisions
Guča was a separate municipality until 1965, when it was incorporated into the municipality of Lučani. For census purposes, Guča is divided into two adjacent settlements, northern Guča (selo) (lit. Guča Village, population 1,955) and southern Guča (varošica) (lit. Guča Town, 1,755), separated by the Bjelica river.

Guča trumpet festival
The city's Guča trumpet festival, also known as the Dragačevo Assembly is an annual trumpet festival which began in 1961, starting our as a Dragacevo assembly of trumpet players who gathered in a local churchyard. 900,000 visitors (estimation by the promoter) make their way to the town of 2,000 people every year, both from Serbia and abroad. Elimination heats earlier in the year mean only a few dozen bands get to compete. Guča’s official festival is split into three parts. Friday’s opening concert, Saturday night celebrations and Sunday’s competition. Friday’s concerts are held at the entrance to the official Guča Festival building. This event features previous winners, each orkestar getting to play three tunes while folk dancers, all kitted out in bright knitting patterns, dance kolos and oros in front of a hyped-up audience.

In 2010, Guča celebrated its 50th anniversary and it was opened by the then Serbian President Boris Tadić.

title: Guča


text:
Weaver rail mount

A Weaver rail mount is a system to connect telescopic sights (often via a scope mount) and other accessories to firearms and certain crossbows. It uses a pair of parallel rails and several slots perpendicular to these rails.

The later Picatinny rail, developed by the US military, is a development of the key concepts of the Weaver system, and they are partially compatible.

History
The Weaver mount was developed by William Ralph Weaver (1905 – 8 November 1975) at his telescopic sight company W.R. Weaver Co., which he founded in 1930. Previous systems included the Leupold/Redfield mounts. Compared to the Leupold mount, the Weaver rail is not as strong and cannot be adjusted for windage.

W.R. Weaver Co. became Weaver Optics, and was a subsidiary of Meade Instruments Corporation from 2002 to 2008, when it was on-sold to become part of Alliant Techsystems's Security and Sporting division in Onalaska, Wisconsin.

Features
Older Weaver systems used two pieces mounted a distance apart from one another, typically on the receiver of a rifle over the bolt opening, where the cartridge would be inserted and/or ejected. However, alignment problems of the two piece system can put undue stress on a rifle scope and cause problems between the scope and rifle barrel parallels and bullet Point Of Impact (POI). The two piece system must be mounted with exacting tolerances to ensure perfect alignment, using a scope alignment device called Alignment Sleeves.

The two piece type can be problematic on some rifles that do not allow for the two pieces to be mounted due to metal thickness of the receiver, or other issues of receiver length that will not allow for proper distance to hold the scope. With the later one piece approach, the rail system remains consistent in alignment.

The slots on a Weaver system are primarily used as a clearance of the locking screw that tightens the clamp to the rail. Some Weaver-type accessories have a bar that fits inside the machined slots on the rails while many others do not.

Weaver rails have a slot width of 0.180 in (4.57 mm), but are not necessarily consistent in the spacing of slot centers.

Failings
The lack of a locking bar on many Weaver-type accessories lends to another alignment issue: side-to-side canting. Although this issue is not common, it can be very problematic especially with scopes. Because scopes need to be mounted to a rifle in perfect parallel to the barrel, and to ensure the cross hairs indicate a point of aim (POA) exactly at a bullet's point of impact (POI) at a known distance, a small variation of even one quarter of one degree can cause massive problems at longer ranges. The locking bar holds the mount in a perfect 90 degrees to the rail system, whereas a non-locking bar system can cant to the left or right.

This canting, sometimes called jamming of surfaces, is caused by not matching the clamping surface perfectly to the rail. When tightened down, stress exerted on the base can cause the scope's POA to be off from the POI by as much as several feet at 100–200 yards, and gets progressively worse with greater distance. Lower grade materials used in manufacturing of scope bases, inconsistent design tolerances from one manufacturer to another, and other factors can cause twisting stress and cause the mount to move out of parallel with the rifle barrel. The locking bar system allows for even stress to be distributed and prevent canting of the scope mount.

Another form of scope canting is caused by the rings themselves. Many Weaver-type mounts, including many Picatinny-type scope rings and even the Redfield Type, have either two or four screws on top of the scope ring that hold the scope in place. Both the Weaver and Picatinny clamp systems have a screw side and a clamp side. With the two-screw style, the ring usually aligns well but does not have the strength of the four screw system. Many times, when tightening the screws of the four screw type, the scope can twist in place, causing misalignment. Tightening the mounts in an “X” pattern and usually starting opposite of the outside clamp side. Holding the scope slightly to the opposite side while tightening the screws usually allows for proper alignment of the scope to barrel parallel.

Compatibility with Picatinny
The military standard, MIL-STD-1913 "Picatinny rails" date from the mid-1990s and have very strict military standard dimensions and tolerances. The Picatinny rail has a similar profile to the Weaver, but the recoil groove width of the Picatinny rail is 0.206 in (5.23 mm) versus 0.180 in (4.57 mm) of the Weaver rail/mount, and by contrast with the Weaver, the spacing of the Picatinny recoil groove centers is consistent, at 0.394 in (10.01 mm).

Many rail-grabber-mounted accessories can be used on either type of rail, and accessories designed for a Weaver system will always (SWP) fit Picatinny rails – although not vice versa because the Picatinny locking slot width is 0.206 in vs the .180 width of the Weaver, and the spacing of slot centers is 0.394 in. Because of this, with devices that use only one locking slot, Weaver devices will fit on Picatinny rails, but Picatinny devices will not always fit on Weaver rails.

Another difference is that Weaver rails are continuous with only two to four recoil grooves cut, while Picatinny rails have recoil grooves cut across the entire length of the rail at the above noted spacing (like a dotted line). This allows for more mounting position flexibility and also helps to neutralize expansion caused by barrel heating.

title: Weaver rail mount


text:
Explorations (TV series)

Explorations is a documentary television series that looks into the many aspects of the human life with science, technology and research.

Three series have been broadcast.

Series 1 – 6 x 1hr, Series 2 – 13 x 1/2hr, Series 3 – 13 x 1/2hr.

It is an example of "advertiser funded programming", where Duracell funded the cost of production of the series, produced by Broadcast Marketing Ltd, London. Executive Producers for Broadcast Marketing, Bill Orde and Peter Telford.

The second series mainly focuses on daily life, ranging from food to fear to love. It provides interesting information and fact that usually do not come to people's minds, such as:

 * How food changes the chemistry of the brain, affecting one's mood and ability to achieve. ("Mood Food")
 * The factors that cause attraction - Body shape, symmetry of a person's face and movement of a person. ("First Impressions")
 * How short-term stress can save one's life, and how long-term stress can be a slow and potential killer. ("Stressed")
 * The origins of phobia, how people react when they confront their fears head-on. ("Primal Fear")

The first and the second series were broadcast in September 2003 and September 2004, respectively. The documentary is broadcast on the National Geographic Channel in the United States, BBC World, and cable/terrestrial channels elsewhere around the world. It is produced jointly by BBC Worldwide Ltd and Broadcast Marketing Ltd, United Kingdom.

title: Explorations (TV series)


text:
Wikipedia:Articles for deletion/The barn

The barn was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was merge into Pictou, Nova Scotia

The barn
A local hangout in Nova Scotia; not notable as far as I can tell. Joyous 15:35, Dec 5, 2004 (UTC)
 * Delete. Yeah, not notable and not well-known.  --Randy 16:15, 5 Dec 2004 (UTC)
 * Delete. Not at all notable. Jeff Knaggs 16:26, 5 Dec 2004 (UTC)
 * Delete. About as obscure as it's possible to be. --LeeHunter 16:41, 5 Dec 2004 (UTC)
 * Keep Needs work, but has potential. Spinboy 17:46, 5 Dec 2004 (UTC)
 * Delete not notable, belongs on a user page Wyss 18:14, 5 Dec 2004 (UTC)
 * Delete 15 patrons in its heyday? The definition of non-notable. Kbh3rd 18:15, 5 Dec 2004 (UTC)
 * Delete Martin TB 18:43, 5 Dec 2004 (UTC)
 * Delete: Wow, The barn? You mean this is it?  This is the barn?  Not a barn, but the barn?  Not The Barn (club), and not The Barn (Nova Scotia club), and not The Barn, either, but The barn?  Sorry for being nasty, but it's hopeless: a local spot, misnamed, not notable, either commemoration or advertising. Geogre 21:25, 5 Dec 2004 (UTC)
 * Merge. My brother wrote the page. I don't really think it is very notable, but I looked at the deletion policy, and I didn't see anything about how notable something has to be to get its own page. I could merge it with the Pictou, Nova Scotia, which I already have to clean up to remove some POV issues that I put there myself before I knew better. SECProto 19:52, 6 Dec 2004 (UTC)
 * Merge into Pictou, Nova Scotia - Skysmith 08:54, 9 Dec 2004 (UTC)
 * Merge with Pictou, Nova Scotia. --MPerel 22:01, Dec 9, 2004 (UTC)
 * merge it Pedant 23:55, 2004 Dec 10 (UTC)
 * Delete - SimonP 05:22, Dec 12, 2004 (UTC)

This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.


text: User talk:203.177.172.85

title: User talk:203.177.172.85


text:
Template talk:-

Archive:

Discussion
While it may seem absurd to template this markup, clearing floats is such a common action that this template has proven hugely popular -- over 400 inlinks are shown at time of this writing. This is all the more compelling as so many users substitute the template rather than transclude it, in which case the use is not shown on What links here. — Xiong 熊 talk * 21:51, 2005 August 15 (UTC)
 * I use this template when pictures hang over the next section just slightly. Deckiller 19:18, 21 January 2006 (UTC)

 * I would like a version of this that doesn't also insert a line break. Is that implementable? 67.160.10.87 15:36, 9 February 2006 (UTC)
 * I'm afraid HTML doesn't allow this. Sorry. – Quadell (talk) (bounties) 16:26, 9 February 2006 (UTC)

 * As per the following discussions maybe clear does what you want, but certainly not with legacy align="right" or "left" floating. If its dummy
 isn't allowed where you need it, try to replace it by a dummy  - and if that apparently works please report it here, I could check it with my legacy Mozilla 3 monster ;-) Omniplex 04:18, 4 March 2006 (UTC)

Fixed bugs
The old expanded into
.

Inline CSS doesn't work with XHTML BASIC and legacy browsers, the old template didn't have the desired effect there. Please replace old expansions
 by
. Omniplex 18:10, 27 February 2006 (UTC)

 * So what? Wikipedia does lots of things that older browsers don't support.  And the whole point of CSS is that browsers that don't support it will display adequately and not know what they're missing—in this case having a new section start before the bottom of a picture.  Unaesthetic, maybe, but there is no content loss and no structural problem.  I think you should change it back. /blahedo (t) 03:59, 28 February 2006 (UTC)

 * So now the page works with my browser, clear="all" has the required effect. It was completely garbled and unreadable before, dozens of floating infoboxes dragging up the next section. Ignored CSS cannot clear legacy align=right or left . If you're sure to be in a pure CSS context it could be an aesthetical question to use also a pure CSS-clear, but that's not the case for  as documented, it has to work everywhere. Omniplex 08:18, 28 February 2006 (UTC)

 * The solution to "this CSS solution doesn't work with old, legacy HTML" should certainly not be "so replace the CSS with more old, legacy HTML", but rather "so let's update the existing old, legacy HTML to CSS". /blahedo (t) 05:50, 1 March 2006 (UTC)

 * As it is the template works everywhere and generates perfectly valid XHTML transitional. It's almost impossible to replace all by
 everywhere manually - just in case, because that's guaranteed to work with all kinds of markup and browsers. In theory a bot could do that. After that global substitution the template and documentation could be updated to say works only for CSS-floating, not legacy floating, with an explanation for normal users what that's supposed to mean for their infoboxes, tables, and other applications of align="right" or "left" . Seriously, that can't fly, the template is fine now, and it will take years until all legacy markup requiring a legacy clear vanishes. Omniplex 07:56, 1 March 2006 (UTC)

 * Maybe we could be redundant and do it both ways. My reading of http://www.w3.org/TR/xhtml-modularization/dtd_module_defs.htm is that
 *

 * is legal XHTML, and I believe it would work in older browsers. —Chris Chittleborough 21:11, 25 March 2006 (UTC)

 * Valid, working, and redundant - the template is quite popular, also available on Meta, mentioned on some project pages, so why transport redundant info, some folks pay by volume. The educational aspect about strict XHTML is covered here. Mixing CSS with legacy markup would still be only valid transitional XHTML. -- Omniplex 23:32, 26 March 2006 (UTC)

 * You're right. And I agree that we should aim for strict XHTML. —Chris Chittleborough 20:54, 27 March 2006 (UTC)
 * I disagree. I agree with the separation of presentation from content in general, but the wholesale adoption of XHTML Strict site-wide, or even HTML 4.01 Strict site-wide, would cause features to become unavailable. For instance, W3C deprecated the  attribute of the   element (and removed it entirely from Strict), making it impossible to start an ordered list at any value other than one. For example, it would become impossible to start the listing of tracks on the album Follow the Leadeя by Korn at the correct 13. Until the top two web browsers support CSS counters, we are still in the Transition. --Damian Yerrick (☎) 12:36, 5 October 2006 (UTC)

- versus clear
Why is - separate from clear? Doesn't the latter already do what this does? — jdorje (talk) 03:03, 2 March 2006 (UTC)

 * They are rather different, see previous section. In (X)HTML br is an inline element allowed within other inline elements like span or small, and within block-level elements like p or div. OTOH Template:clear generates

, a block level element. Clumsy where that's allowed, and div isn't allowed in many places where br is okay. I've reverted your change. Omniplex 06:40, 2 March 2006 (UTC)

 * Look at the history of clear. It was previously a br, and later changed to a div. There are no real situations where you would want to clear in the middle of a paragraph or other inline elements (you usually want to clear just before or just after a block element), and in some obscure situations (which I did encounter) you must use a zero-sized div, because using a br would cause a line break where you don't want it. --cesarb 02:10, 4 March 2006 (UTC)

 * Quite possible that there are situations where clear is required, otherwise we could redirect it to this template as it happened with clr. But they are different for different reasons. (X)HTML
 allows no legacy clear="all", therefore clear can't replace clr. Please add an example of this obscure situation to the clear docu, curious minds (like me) want to know, e.g. why you didn't use  instead of
 . Omniplex 04:00, 4 March 2006 (UTC)

 * Well, it's not that obscure, just kind of rare: HTML Tidy moves the br to inside the previous p; if you don't have a p (for instance, between two divs), the result is a new blank line. I did not test with span; using a div always worked fine in all situations, and is exactly what I intended (a zero-sized clearing block element). --cesarb 16:20, 4 March 2006 (UTC)

 * Got it, you need something that works outside of all block-level elements. Tidy won't let you use inline elements there, if that's not allowed in strict XHTML. I can't tell at the moment, I almost always use transitional XHTML. Tricky, the real problem is the X before clear, and probably
 X
 would be a "cleaner" solution without inline CSS. The same line of arguments also works for -, they are both kludges. And I'm not up to fixing hundreds of Infoboxes only to get rid of - on one horrible page... ;-) Omniplex 03:39, 5 March 2006 (UTC)

Using subst for this template
Template:Clear usage says to use subst instead of including it. Why is Template:- not supposed to be substituted? Does the code change on a regular basis? --Squilibob 01:55, 4 May 2006 (UTC)

 * A code change is unlikely for some years. When all legacy align="right" floating died out - which would be a bad idea at the moment, but this will change - then a legacy clear="all" could be replaced by style="clear: both". And then it could make sense to change the code.
 * Back to reality, of course you can subst it. It could be also protected, there's nothing that can be improved at the moment. IMHO a wiki source with is better readable than
 . Some folks would also try to "improve" the latter, add CSS / replace CSS / remove the space / remove the slash / ..., and any such move would break with different browsers under certain conditions. Therefore propagating  could backfire. The users depending on  as is are minorities, the normal Wiki "self-healing" won't work for a subst'ed and mutilated . -- Omniplex 17:51, 4 May 2006 (UTC)
 * I've protected this as high risk template. — xaosflux  Talk  03:17, 11 May 2006 (UTC)

Free advice
And you know what they say about that. ;-) This is certainly a useful template, which I don't dispute. But I have seen it abused as a means of jam-packing more images into an article than are typically needed. If you have one specific place you need this, that's probably all right. If you're using it two or three times in an article, that is probably a sign that you have too many images and should move some to a gallery. Pick the best panorama, and some of the most interesting details, and then stick the rest into the gallery so people only have to load thumbnails. Be a photo editor, not just a copy editor. --Dhartung | Talk 22:11, 9 August 2006 (UTC)

Interwiki for Interlingua
Dear administrator, please add the following interwiki:

ia:Patrono:-

Thank you in advance, Julian 12:30, 14 February 2007 (UTC)
 * ✅ Done. – Luna Santin  (talk) 20:19, 14 February 2007 (UTC)

More interwiki
Please see the Global Wiki Search engine http://vs.aka-online.de/globalwpsearch/ - the search shows http://vs.aka-online.de/cgi-bin/globalwpsearch.pl?search=template%3A-&timeout=120&minor=1 there are also these languages to be linked:  bs:template:- ca:template:- da:template:- es:template:- et:template:- fi:template:- fr:Modèle:Clr hr:template:- hu:template:- id:template:- io:template:- is:template:- it:Template:Clear lt:template:- lv:template:- ms:template:- nl:template:- no:template:- There are cool stuff 99.141.170.220 oc:template:- pl:template:- ro:template:- simple:template:- sl:template:- su:template:- sv:template:- tr:template:- --CiaPan 11:27, 14 March 2007 (UTC)

 * There's at least one unrelated page (fi:, a "negative vote" checkmark). The list needs to be checked as a whole before these pages get added to the interlanguage links. Femto 13:13, 14 March 2007 (UTC)

 * Check the list of link, add most of the ones listed above, commented out those which use . —Dispenser 17:17, 8 May 2007 (UTC)

ko:틀:- please? Yeom0609 20:20, 16 May 2007 (UTC)

doc page pattern
editprotect See WP:DOC —Dispenser 03:29, 19 April 2007 (UTC)
 * ✅ Done  Harryboyles  08:54, 19 April 2007 (UTC)

Parameter
editprotected

Could someone change the code on this template to add a clearing parameter, such as  ? That way, we can choose what to clear, like "right" or "both", with "all" still being the default one. And if you could, could you also do it on the Meta template? -- AAA!  ( AAAA ) 03:40, 8 May 2007 (UTC)

 * Can you give an example where the parameter would be helpful? It seems like an uncommon need to me, so a user could always just put the HTML into their own page source if they need it. CMummert · talk 15:54, 8 May 2007 (UTC)
 * Here's an example:
 * , which will produce:

 * and will produce:

 * , which is the default one. -- AAA!  ( AAAA ) 05:25, 9 May 2007 (UTC)

 * I got that. Can you give an example of an article where this is useful? CMummert · talk 05:28, 9 May 2007 (UTC)

Extra blank line introduced May 13
Yesterday, an extra new line was introduced after the
 tag. This is causing much larger gaps to show up on many pages, since it's effectively acting like. Could this newline be removed (by moving the back up to the end of the first line)? Thanks, --ΨΦorg 16:26, 14 May 2007 (UTC)
 * ✅ Done. – Luna Santin  (talk) 17:39, 14 May 2007 (UTC)

Time to make this bad idea right
This is not a great template; issues re being presentational and such. And there's the name. But it has legs…

This implementation, is old-school. I've looked over the old chat above and believe this should have been sorted years ago. But it wasn't.

Please change this template to which is, simply, proper. Omit the clear="all" ; do not worry about the se7en remaining in-use copies of whatever decrepit useragents don't support this.
 *

Cheers, Jack Merridew 07:54, 16 December 2008 (UTC)

 * Not done. If you want to just change the code like that, why not redirect to Template:Clear? And, does changing the code offer any benefits whatsoever? Or do we just risk breaking things for some people? --MZMcBride (talk) 05:58, 17 December 2008 (UTC)

 * is similar in concept, but not the same; it's a div-element, not a br-element. Redirecting this to that *would* risk breaking something. clear="all" is poor-form and the css equivalent has been supported for ten years; is anyone running Mosaic or Navigator 2 anymore? Anyone at all? Widely used templates, even poor-concept ones, should at least use proper code. Jack Merridew 06:56, 17 December 2008 (UTC)
 * It makes no sense it all to keep this in the current form.  has been deprecated since HTML 4.01 and will be gone in HTML 5.   does exactly the same thing in 99.9% of all browsers people are using and validates. [[Image:Huskyoog.jpg]] Husky (talk page) 20:05, 19 June 2009 (UTC)

 * The reason this request was not done doesn't make sense.  is no the same as  (which is what Template:Clear does). It's still a br element. It's not like wikicode is the actual html of the page (it goes through Sanitizer.php first) so don't worry about validation, although it's a good habit to use proper (x)html regardless. Browser support isn't a issue here either. Any user with a browser that can't handle the style attribute is used to seeing a (really) broken web. There's nothing wrong with excluding the extra space and semi-colon though (  ). They're just an editing preference. Rocket000 (talk) 02:38, 28 July 2009 (UTC)

For what it's worth, I made this change. Redirecting to clear makes no sense, and using style="clear:both" is visually identical to saying clear="all", plus it has the benefit of not being deprecated ;-) ^demon[omg plz] 17:59, 29 July 2009 (UTC)
 * Aww, these whitespace templates are my favorite places to argue over the most trivial little changes, but now it's the way I want it. ;) Rocket000 (talk) 07:49, 5 August 2009 (UTC)
 * Ditto, now I can finally unwatch it. — Dispenser 16:19, 5 August 2009 (UTC)

English as she is spoke
Here in the doc, as the lead:

This causes any previously-established float to clear. The unusual name of this template is a mnemonic for an imaginary horizontal line, which separates floating elements above from those below. Some editors prefer the mnemonic ("clear"), which simply redirects here.

Well that's handy then. Thanks for linking mnemonic but not float, what clearing means (ok you linked clr), what it means to be previously established, and so on.

The template documentation generally sucks, but this has just got my goat now. I may be unusual, but I write the documentation and test before I write the template (I am new to writing templates but not used new to software engineering). Then at least one person, myself, knows what it does. And believe me, my test cases fail sometimes. I don't find fault in the test cases but in the template. But here we have fault in the doc. Someone coming to find and deciding, after all, it is not a typo or magic, comes here and finds that it causes any previously-established float to clear. The only words that are not jargon in that sentence are "This causes any" and "to".

I realise I probably take a minority view here, since Wikipedia is for everyone (as long as they know it all already). But this is the height, so far, of patronising people who are intelligent, willing to learn, but want to find out what it does not what clearing a float is about (my guess without cheating, it makes sure the following paragraph doesn't go over a box above it). I don't care if that is not entirely accurate, it is the lead and I want one sentence to tell me what it does, not the technical details (which I can scroll down for, or view source).

OK, rant over, back to Wikipeding. My sincere best wishes SimonTrew (talk) 22:56, 24 September 2009 (UTC)

 * I also fail to understand how a hyphen is a mnemonic. That is, in Greek, something named. It is precisely the opposite, it is an anonym. It means nothing. SimonTrew (talk) 23:00, 24 September 2009 (UTC)
 * A mnemonic is an aid to memory (from the Greek "of memory", not "something named"), and though the most common mnemonics are verbal, they need not be. In this case, the template's name is a mnemonic as the horizontal line in the hyphen triggers a connection with the use of the template to "draw an invisible line" across the article. I will agree that the documentation isn't the best written i've seen, though. Grutness... wha?   00:19, 25 September 2009 (UTC)

Edit request from Rustyrustyrusty, 6 November 2010
His name in top in bold is spelt incorrectly. Please change to -- Andre Amado

Rustyrustyrusty (talk) 17:30, 6 November 2010 (UTC)
 * I'm not sure which article this refers to, but you are requesting this on the wrong page. This is the talk page for Template:-. — Martin (MSGJ · talk) 20:00, 6 November 2010 (UTC)

Request for multiple breaks option
Can you please include multiple breaks in this template, similar to   etc. It would look something like this:   , or alternatively   etc. Thanks in advance. — Polish29 (talk) 01:58, 9 March 2011 (UTC)

Valid HTML5
After interesting discussions on the Yobot and HTML5 talk pages I suggest to fix - by importing the latest and greatest mw:Template:- cum mw:Template:-/doc minus template categories not existing here. –Be..anyone (talk) 14:48, 9 February 2015 (UTC)
 * ❌. That is a serious ugly hack, and actually not any less invalid in my opinion. We should just redirect this to clear, as adds no value whatsoever.   15:22, 9 February 2015 (UTC)
 * Your editing here and on mediawikiwiki is not constructive, with vs. without line break is a difference, I've enabled my edit request again for somebody who is not involved in this controversy. –Be..anyone (talk) 16:41, 9 February 2015 (UTC)
 * Show me the difference. My goal is to redirect, so any intermediate edit is essentially pointless.  17:07, 9 February 2015 (UTC)
 * See tests at Special:Permalink/646393033. The vertical spacing differs. -- Red rose64 (talk) 20:06, 9 February 2015 (UTC)
 * Tidy messes that up totally. It removed the empty divs and kicks the other outside the paragraph.  20:53, 9 February 2015 (UTC)
 * Better test at Special:Permalink/646400417. Difference is minimal, and only when followed by plain text due to the parser injecting tags.   21:00, 9 February 2015 (UTC)
 * As mentioned on Yobot, I don't have the equipment for testing all popular browsers on all popular platforms for any definition of "popular" I'd trust, but back in 2006 - did work for my NetScape 2.02 browser, and was valid XHTML 1.0 transitional including its prose "compatibility annex", while clear did not work for this HTML3 browser. –Be..anyone (talk) 21:03, 9 February 2015 (UTC)
 * Let us not concern ourselves with 10-year old broswsers and standards.  22:19, 9 February 2015 (UTC)
 * Red information icon with gradient background.svg Not done: I don't see a consensus for this change, sorry. We'll need to find a consensus on what to do before any edit request can be carried out. — Mr. Stradivarius  ♪ talk ♪ 23:43, 9 February 2015 (UTC)
 * You just missed a chance to import a good version last edited by mw:User:Edoktor. –Be..anyone (talk) 16:03, 10 February 2015 (UTC)

Deletion nomination
I've nominated this template for deletion. Alakzi (talk) 23:34, 3 June 2015 (UTC)

Protected edit request on 18 June 2015
Please add the following text to this template, given that its template was nominated for WP:TFD on June 3 2015:""...The "noinclude" tags are intentional there, given that all other notices would break several pages. Thanks! Steel1943 (talk) 17:30, 18 June 2015 (UTC)
 * What's the point? It would alert anyone whose watchlist contains this template, but so would this talk page post. — Martin (MSGJ · talk) 09:01, 19 June 2015 (UTC)
 * I also posted about it directly above, so they've been alerted twice now. Alakzi (talk) 10:54, 19 June 2015 (UTC)
 * The point is that the TFD tag places the template in a maintenance category, letting editors who check categories to know that this page is up for nomination; a talk page notification alone does not. (Also, I'm not sure who changed the level of my request's section, given that I don't want it bundled with the section above, so I'm reverting that.) Steel1943  (talk) 19:09, 20 June 2015 (UTC)
 * I still can't see the benefit. Editing the template affects the job queue. If you want the categories, you can put it on the /doc page in the includeonly section. Merging with the section above was appropriate because it is about exactly the same topic. Regards — Martin (MSGJ · talk) 19:46, 20 June 2015 (UTC)
 * I've added the banner on the doc page. Alakzi (talk) 20:21, 20 June 2015 (UTC)

Protected edit request on 21 June 2015
Please redirect this template to Clear, which is conceptually identical and semantically conformant.

Alakzi (talk) 02:53, 21 June 2015 (UTC)
 * Red information icon with gradient background.svg Not done: That was not the conclusion of Templates for discussion/Log/2015 June 3, a TfD which you initated. We cannot abuse the TfD process by running around it with an undiscussed one-person request. -- Red rose64 (talk) 08:38, 21 June 2015 (UTC)
 * Do spare me the accusations of misconduct and your condescending tone. The TfD was closed as "no consensus to delete" - an utterly pointless closure if there ever was one, as deletion was never on the cards. Of the participants, only one objected to a redirect, and a third tacitly agreed to it. The dissenter's argument was that we're gonna strain the servers, which is bogus. Alakzi (talk) 10:33, 21 June 2015 (UTC)
 * I do favor a redirect, so let's discuss. I already outlined that the currect code is invalid, as the clear: CSS property is invalid inside a tag, because it is not a block element. It is not HTML5 compliant.   11:47, 21 June 2015 (UTC)
 * Gladly, if there were anything to discuss; until now, nobody's raised a serious objection to the redirect. Alakzi (talk) 14:43, 21 June 2015 (UTC)
 * The result of the discussion was indeed "no consensus to delete", but equally, the result of the discussion was not "redirect". Have you asked the closing admin, i.e., to review their decision? If so, and they have refused, it may be a WP:DRV matter - but whether you have or have not, a WP:PER is not the way to overturn a TFD closure. -- Red rose64 (talk) 20:11, 21 June 2015 (UTC)
 * I don't think the outcome excludes a possible redirect in any way. Plastikspork may have left that open intentionally.  20:20, 21 June 2015 (UTC)
 * There's absolutely nothing in Plastikspork's closure that precludes the conversion of this template into a redirect. Indeed, I believe there was sufficient consensus for it, or I would not have made this request. Alakzi (talk) 21:39, 21 June 2015 (UTC)
 * Your was non-specific in that it mentioned neither delete, merge or redirect; but judging by  and also at  above, your intent was clearly for deletion. This nomination drew comments from four people besides yourself: Quadell was neutral; Edokter !voted "redirect to clear"; 70.51.46.11 and Christian75 both !voted "keep". At this point the tally was 1 for delete, 1 for redirect, 2 keep, 1 neutral. You then modified your nomination, which drew  from somebody other than yourself and the closer: Adam Cuerden also !voted "keep". If we now count your !vote as "redirect", this tallies 2 in favour of redirect, 3 for keep, 1 neutral. In both tallies, there were more "keep" !votes than "redirect". There was not consensus to redirect. -- Red rose64 (talk) 08:12, 22 June 2015 (UTC)
 * Redrose - I think you're splitting hairs. If you can redirect to a functionally equal template, then essentially you have kept the template, because you have kept the name and its functionality. I also do not see that the TfD precludes a discussion on this page about redirecting. Let's ping User:Plastikspork — Martin (MSGJ · talk) 08:42, 22 June 2015 (UTC)
 * My point is that Alakzi, finding that a TfD had not gone the way they wanted, tried to get that decision overturned without using recognised procedures and without mentioning the TfD. This happened just six minutes afterward, using a venue unrelated to TfD, which to me is WP:OTHERPARENT - they may have been hoping that the person who picked up the PER had not seen the TfD.
 * BTW if you want to notify, - a new signature needs to be added in the same post as the link. -- Red rose64 (talk) 09:07, 22 June 2015 (UTC)
 * I'm willing to assume good faith on Alakzi's part. He didn't mention the TfD and he/she probably should. But I'm sure that the omission was not meant to deceive or mislead. By the way, I did place a new signature, so it should have worked? — Martin (MSGJ · talk) 09:52, 22 June 2015 (UTC)
 * My message to Quadell was the standard Tfdnotice. As for my notice above, I misspoke - it happens. I'd subsequently clarified my nomination text because the participants' instinctual reaction was that the template was up for deletion; you - and quite a few others, evidently - have got a parochial understanding of our discussion venues and processes. Christian said, "But anyway before redirect ...", which is why I'd noted that a third tacitly agreed to it; indeed, only one !voter protested the redirect, as I've said earlier. Your "point" about me is pure nonsense - and there's no need to "assume good faith", which would imply a misdeed on my part. There was no misdeed. Enough with your wikilawyering, and enough with your attempting to drag me into a bureaucratic quagmire. Alakzi (talk) 10:19, 22 June 2015 (UTC)

Now that the mindless posturing appears to be over, can we get this done? Alakzi (talk) 23:35, 22 June 2015 (UTC)
 * If your intent had been to redirect, not delete, you should have sent a to, not a ; should have used a  on the daily TFD page, not a ; and should have not used the word "deletion" twice at  on this page.
 * If you are going to describe anybody's comments as "mindless posturing" (whether they be mine or somebody else's), there is absolutely no way that I am going to redirect this template. Abuse of process followed by abuse of another editor I simply will not put up with. -- Red rose64 (talk) 08:17, 23 June 2015 (UTC)
 * Please can you forget about the process for a moment and discuss the merits of the proposal? — Martin (MSGJ · talk) 08:56, 23 June 2015 (UTC)
 * I already did; see Wikipedia talk:HTML5. -- Red rose64 (talk) 11:44, 23 June 2015 (UTC)
 * Do you disagree with redirecting this template? Alakzi (talk) 12:01, 23 June 2015 (UTC)
 * You appear to be under the mistaken impression that you can hold the community to ransom due to your status. Alakzi (talk) 12:01, 23 June 2015 (UTC)
 * I'm not holding anybody to ransom. I'm saying thet I am not going to make this edit. -- Red rose64 (talk) 13:43, 23 June 2015 (UTC)
 * Nobody asked you to; it was a conceited attempt to strong-arm your fellow administrators. Alakzi (talk) 13:58, 23 June 2015 (UTC)

As there seem to be no substantive objections to this proposal, I will likely make the redirect in the next couple of days. — Martin (MSGJ · talk) 12:39, 25 June 2015 (UTC)

Recent redirection might have backfired
Hello! Regarding the of the  template, I don't think that was the right thing to do. and templates are used for different purposes, with 's primary use being adding some vertical whitespace where appropriate, for example between the external links and navboxes, and that no longer works as before. Thus, and  don't do the same thing, and IMHO the redirection should be reverted. Thoughts? — Dsimic (talk | contribs) 10:20, 9 July 2015 (UTC)
 * That was not the purpose of -. Leave two lines empty if you want to increase the spacing. Alakzi (talk) 10:54, 9 July 2015 (UTC)
 * BTDT. The problem with two empty lines is that other editors "fix" them very often by reducing to regular spacing, wasting time and clogging up edit histories.  From my experience, two empty lines aren't the solution. — Dsimic (talk | contribs) 11:02, 9 July 2015 (UTC)
 * This is a solution looking for a problem. The spacing between the external links and navboxes is part of the standard Wikipedia UI; it is not at the discretion of individual editors. Alakzi (talk) 11:08, 9 July 2015 (UTC)
 * Standard UI or not, it looks bad in many cases without the additional whitespace. — Dsimic (talk | contribs) 11:17, 9 July 2015 (UTC)
 * "In many cases"? When does it not look bad to you? Alakzi (talk) 11:25, 9 July 2015 (UTC)
 * It depends on the number of external links preceding the navboxes, for example. However, more often it would be better to always have that additional vertical whitespace before the navboxes no matter what precedes them.  A "systemic" solution might be to have a "box" template that would serve as an envelope for navboxes and deal with the vertical spacing, while handling properly various skins, UI versions, etc.  Until such a template is available, individual editors' discretion seems like the best available solution.  Could the base template for navboxes be modified to act that way, without the need for an additional "envelope" template? — Dsimic (talk | contribs) 11:31, 9 July 2015 (UTC)
 * Moreover, please let me explain why do I find that whitespace necessary. As we know, we have whitespace before section headings, separating the sections visually.  Though, with the navboxes there's no whitespace, making them look like being part of whichever section precedes them.  Navboxes aren't references or external links, if you agree, so the whitespace would separate them visually in the same way it's done for sections. — Dsimic (talk | contribs) 11:43, 9 July 2015 (UTC)
 * So, you'd like to have the top margin on line 292 of MediaWiki:Common.css increased, basically. 1.5 em would be equal to the spacing between sections. Alakzi (talk) 11:59, 9 July 2015 (UTC)
 * I've requested for it to be changed here. Alakzi (talk) 12:08, 9 July 2015 (UTC)
 * That seems like a very good possible solution, thank you! Of course, such changes require a broader consensus, so we'll see what are the opinions of other editors. — Dsimic (talk | contribs) 12:19, 9 July 2015 (UTC)
 * This template (as

does) served one purpose: to clear floating content. It was not ment to create space.  20:26, 9 July 2015 (UTC)
 * Yeah, but people obviously used it for alternative purposes. :) — Dsimic (talk | contribs) 23:54, 9 July 2015 (UTC)
 * Rule of thumb: If it isn't documented...  15:28, 10 July 2015 (UTC)
 * Right, but we should have some kind of a replacement functionality. — Dsimic (talk | contribs) 20:11, 10 July 2015 (UTC)
 * It was discussed a year or so back, can't remember where. It might have been in the context of adding one or more tags or   entities in a similar position. The agreement was that it is better to have one central setting, rather than putting a small piece of code (in this case a template) onto many pages, since not only is the total number of edits far fewer, it also means that a uniform appearance can be provided and maintained. This central setting is essentially to use CSS to set the top margin for the first navbox to some positive non-zero value. It also means that those who prefer a gap that is smaller or larger than the "standard" would need only to amend their user CSS page. -- Red rose64 (talk) 20:26, 10 July 2015 (UTC)
 * I couldn't agree more that the CSS style putting vertical whitespace before the first navbox is the right way to go. However, I don't see the effects of it, as IMHO the amount of space should be the same as between consecutive sections.  That way, navboxes won't look like a continuation of the section above, which is now the case. — Dsimic (talk | contribs) 20:37, 10 July 2015 (UTC)
 * I heard there are some technical problems with  on BR, on browsers and MediaWiki (PHP) software.[de] So it is generally not recommended to use this anymore. PS: Anyway   is XHTML and dead, as User: Edokter mentioned this here before, this element get converted to HTML5. → User: Perhelion 13:24, 4 August 2015 (UTC)
 * is not XHTML, since XHTML is case-sensitive and tags must be lowercase. The tag is valid XHTML, yes; but it is also valid HTML5. See HTML5 spec, section 8.1.2 Elements, where it says 'if the element is one of the void elements ..., then there may be a single "/" (U+002F) character. This character has no effect on void elements'. So, as br is a void element, and the space is also optional in HTML5, there are four valid forms for that tag, ignoring attributes:     (case-insensitive). As for the   attribute on the br tag, it is marked as obsolete in HTML5, but major browser vendors still support it. -- Red rose64 (talk) 18:55, 4 August 2015 (UTC)

Edit request: Replace with
is deprecated. Please replace it with:

Christian75 (talk) 17:16, 11 March 2017 (UTC)
 * Done. Jo-Jo Eumerus (talk, contributions) 13:13, 12 March 2017 (UTC)

Uncited categories
When I apply the Uncited category template and define exactly one category, the template reads "This artlcle contains uncited categories..." With only one category, it should read "This article contains an uncited category..." -- Pete Best Beatles (talk) 02:17, 9 January 2022 (UTC)

title: Template talk:-


text:
Greatest Hits (The Cars album)

Greatest Hits is a greatest hits album by American rock band the Cars, released on October 25, 1985, by Elektra Records. "Tonight She Comes", a previously unreleased song, and a remix of "I'm Not the One" were issued as singles to support the album. It was a commercial success, going six-times platinum.

Personnel

 * Ric Ocasek – lead vocals, backing vocals on tracks 1, 6 and 10, rhythm guitar
 * Benjamin Orr – bass, lead vocals on tracks 1, 6 and 10, backing vocals
 * Greg Hawkes – keyboards, backing vocals
 * Elliot Easton – lead guitar, backing vocals
 * David Robinson – drums
 * George Marino – mastering at Sterling Sound, NYC
 * Steve Hoffman – remastering for DCC Compact Classics CD and LP reissues

title: Greatest Hits (The Cars album)


text:
Category:EC 1.3

Oxidoreductases acting on the CH-CH group of donors.

title: Category:EC 1.3