Books.google.de - Fully updated, Electrical Power Cable Engineering, Third Edition again concentrates on the remarkably complex design, application, and preparation methods required to terminate and splice cables. This latest addition to the CRC Press Power Engineering series covers cutting-edge methods for design, manufacture. Electrical Power Cable Engineering, Third Edition. Underground Drainage - How to lay and Install Underground Drainage Pipes and Systems. Summary: How to guide providing underground drainage. EPRI 1000419, Engineering Guide for Integration of Distributed Generation and Storage Into Power Distribution Systems, 2000. EPRI 1005917, Distributed Generation. This one's not open, but it's a fantastic resource: EPRI Bronze Book, EPRI Underground Distribution Systems Reference Book, 2010.
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Honda Rune, 1800cc Six-Cylinder Motorcycle Road Test The motorcycle that became Honda's most radical cruiser ever started with a Dream. VTX1800C Service Manual ervice.pdf (:cheers: Nico Nico, this stopped working.I think.know if it's still available? Contents • • • • • • • • • • • • • • • • • • • • • • • • • • • Gold Wing development [ ] In 1972 Honda assembled a design team to explore concepts for a new flagship motorcycle, something Honda R&D had deliberated over ever since the was introduced. The project leader was, who in the previous decade had designed Honda’s five- and six-cylinder engines (as well as the V12 engine for auto racing) and then helped with the development of Honda’s car business. Irimajiri-san was thus an apt choice to create an amalgamation of disparate technologies—automobile engines and multi-cylinder race bikes. A related event was the introduction of the clean-burn auto engine at the 1972 Tokyo show. It was Honda's first liquid-cooled engine to go into production; Honda cars as well as motorcycles had all been air-cooled up to that time. Soichiro Honda was not easily convinced that liquid-cooling was superior to air-cooled engines (which he had worked on for 50 years) but younger engineers eventually prevailed. Honda F1 racing RA273E 3-liter V12 engine designed by Shoichiro Irimajiri M1 prototype [ ] During its development in the late 1960s, the CB750 was called informally the 'King of Motorcycles' so it was fitting that Honda's next big thing would become known by the moniker 'King of Kings' at inception (as well as later on). By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice) in the form of an experimental prototype, known by the code name M1. Instead of a layout, the M1 motorcycle (still in the possession of Honda R&D today) has a, making it ideal for a driveshaft even though every prior Honda used a chain for the final drive. Rather than a or the M1 has a, and at 1470cc, it has twice the displacement of the. Instead of designing it for high-performance (although some of the engineers wanted to) the M1 engine was built to produce plenty of torque across a wide power band. Unlike every other Honda motorcycle of the time, the M1 engine used. The M1 engine puts out 80 horsepower (60 kW) at 6700 rpm, allowing for a top speed of 220 kilometres per hour (140 mph). Unconstrained by practicalities, this brainstorm from the project team was far from a production prototype. On the contrary, the M1 was never meant to see the light of day. Nonetheless, the M1 must be seen as the primordial Gold Wing because so many of its basic and distinguishing features appear in the lineage. The flat-six gives the M1 motorcycle a very low center of gravity, which enhances stability, but the length of this engine plus gearbox does not allow a comfortable riding position, which was so cramped that the project moved towards the concept of a more compact engine. 1979 GL1000 with Windjammer fairing on the The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, and were altered. The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics. A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new, but the existing tires with inner tubes remained. Dry weight grew to 601 pounds (273 kg) and the selling price went up to $3,200. 1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg) and the selling price jumped to $3,700 for the last Gold Wing to be powered by a one-liter engine. There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year). During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing. Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979. GL1100 [ ] Gold Wing GL1100. Honda GL1100 Interstate at the 2012 Christmas toy run in After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started building 1981 models at the in Ohio (which had been making frames and parts for various models since 1974). Gold Wings would be built at a rate of 150 units a day for the years 1981-1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America. The Gold Wing faced competition from Japan in the form of the with an, and especially in the that had a massive 1300cc with. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese. The new engine was more than just a GL1000 with a 3 mm larger, the alterations clearly emphasized torque over horsepower. The were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds. The bore size for all four carburetors was again reduced by 1 mm, to 30 mm. The wheelbase was lengthened over that of the GL1000, and was added. The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry and sold for US $3,800. In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year, the price went up to $4,100. All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels. Dry weight for the GL1100 '82 was 595 pounds (270 kg) and the price was $4,250. Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with anti-dive forks with an integrated fork brace, and the rear suspension worked even with no air pressure. Honda's first, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied. Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4,300. GL1100 Interstate [ ] Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system. This bike was called the De Luxe model (GL1100DX) in some markets. The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg), and more expensive at US $4,900. The almost identical Interstate model for '81 was $5,100. The GL1100I '82 model offered more options, such as a new stereo, a 40-channel, and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 pounds (308 kg) and the price was $5,450. The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg) and selling price to $5,550. Honda Gold Wing GL1100 Full-Dresser GL1100 Aspencade [ ] Starting in 1982, Honda offered three different Gold Wing models. With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard. All three brake disks on the GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 pounds (318 kg) and the price to US $5,700. The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just a bit to 707 pounds (321 kg) but the price leapt to $7,000. GL1200 [ ] Gold Wing GL1200. Honda Gold Wing GL1200 Production 1983—1987 Assembly Marysville, Ohio 1,182 cc (72.1 cu in), / 75.5 mm × 66 mm (2.97 in × 2.60 in) 9.0:1 5-speed manual Steel F: Air-assisted, anti-dive telescopic fork, 5.5 in (140 mm) travel R:Air-assist shocks 4.1 in (100 mm) travel F: Dual, 2-piston calipers R: Single disc, 2-piston caliper F: 130/90-16 67H, R: 150/90-15 74H, 30 degrees/4.6 in (120 mm) 1,610 mm (63 in) Dimensions L: 2,355 mm (92.7 in) GL1200 Standard Seat height 780 mm (31 in) Fuel capacity 22 L (4.8 imp gal; 5.8 US gal). Honda Gold Wing GL1200 Full-Dresser In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the with its four valve per cylinder (as Yamaha's had challenged the GL1100 two years earlier). Honda hit back at the late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration. The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75-'76 GL1000 carbs. Incorporating hydraulic actuation for the clutch, in addition to for the valves, made the new engine virtually maintenance-free. In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg), and it was priced at $4,800 for the 1984 model year. 1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the. The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the with a, four valves per cylinder,. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC,. With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns. Had been increased twice to generate more torque, but this also made each more intense. During the same time period, gear ratios had been raised to decrease engine RPM ( and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as had demonstrated with the M1 engine) was to step up from four cylinders to six. GL1200 Interstate [ ] Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in the trunk. Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6,200. Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance. There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable. The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's plant from July 1985. Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6,700. The GL1200I '87 got a new seat design with three-stage foam; neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate. GL1200 Aspencade [ ] The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display. The GL1200A also had foot boards for the passenger instead of footpegs. Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg), and its price was $7,900. The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 pounds (330 kg) in both '85 and '86. In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. The price was $8,500 for both years. In its final year, the GL1200A got the same seat upgrade as the GL1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg). Fuel-injected models [ ] In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted, $10,000 Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic and a four-speaker audio system. The significant development was that the GL1200L was furnished with Honda's system, previously used on the turbocharged and (variants of the ). Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg). To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L selling for $2 less than the '85 model. The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US. This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987. GL1500 [ ] Gold Wing GL1500. 1992 Gold Wing GL1500 Aspencade A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on. This early '70s prototype had an influence far beyond what the M1's initial designers could have expected. New Gold Wing engine design goals were smoothness, quietness and enormous power. Ultimately, a redesigned Gold Wing made its debut at the 1987, 13 years after the original GL1000 was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the was replaced with a. Although the GL1500 still used carburetors, there were just two large 36 mm CV supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder. Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags. Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a 'reverse gear', which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, Honda felt that some people would have problems backing it up. The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry. Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim. In another first for the GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time. The US price was $9,998. For 1989 Honda modified the brake discs, and raised the price by $1,500. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase. The claimed GL1500 dry weight for '90 was 798 pounds (362 kg). In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990 The following year, to celebrate the 10th Anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia. There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model. GL1500 with the dashboard visible GL1500 Aspencade [ ] When the Honda of America Manufacturing (HAM) plant in produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade. The claimed dry weight for the GL1500A '91 was 800 pounds (360 kg); the asking price was $12,000, and then $12,300 for 1992. Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92. Beginning in 1993, all GL1500 pivoted on needle bearings, and the was updated to directly read crankshaft speed for enhanced precision; the GL1500 '93 cost $12,400. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price: GL1500A '94, $13,000. 1995 was the 20th Anniversary of the Gold Wing. American Honda published a special hard-cover book. All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground clearance, contributing to an even lower seat height (offsetting the weight gain). The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 pounds (364 kg) until the end of this model. The GL1500A '95 price rose significantly to $14,000. The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. The price of the GL1500A '96 rose to $14,700. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the. The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May, 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984. 1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C; Aspencade price rose slightly to $14,900. A 1998 Gold Wing styling makeover extended to the engine with redesigned, but no price increase. Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased to $15,100. The 2000 Gold Wings had chrome-plated, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year. The final GL1500 Aspencade model sold for $15,200. A complete redesign of the began In January 2000 to build the next Gold Wing, and stories soon came out in the motorcycle press that the Gold Wing itself was being redesigned. The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year. GL1500 SE [ ]. Honda Gold Wing GL1500SE in, southern France The original 15th Anniversary Special Edition model had a vented windshield, additional lights, upgraded sound system, two-tone paint with special insignia, adjustable passenger floorboards and adjustable foot pegs as well as foot heaters for the rider. In 1990 it sold for $13,500 and weighed 807 pounds (366 kg) dry. The GL1500SE '91 was essentially unchanged, though weight and price were up a bit at 809 pounds (367 kg) and $14,000. Hitherto optional rear speakers and CB radio became standard on the GL1500SE '93; boosting both its weight—813 pounds (369 kg)—and its price, $14,700. The GL1500SE '94 price was $15,300 and the GL1500SE '95 20th Anniversary model jumped to $16,300. The GL1500SE '96 took another jump to $17,400. The GL1500SE '97 with powertrain updates cost $17,600. The restyled GL1500SE '98 was up to $17,800. Honda marked its 50th Anniversary in 1999 without a GL1500SE price increase, and the American-made GL1500SE '99 that was exported to Japan got a two-tone paint job. More significantly, the export model got an exhaust air-injection system along with carburetor modifications in order to pass Japan's new emission regulations. The 25th Anniversary GL1500SE in 2000 had a price increase to $17,900. Claimed dry weight from 1995 to 2000 was 816 pounds (370 kg). GL1500 Interstate [ ] The GL1500I '91 model had its weight and price cut by eliminating the reverse gear, cruise-control, the passenger footboards, and by replacing the audio system with a small Kenwood radio. The seat was lowered by 0.8 inches (20 mm). Claimed dry weight for the 1991 Interstate was 760 pounds (340 kg) and it cost $9,000. In 1992 the Kenwood radio was, in turn, replaced by a new Panasonic 25-watt-per-channel sound system with intercom. Weight for the GL1500I '92 rose slightly to 767 pounds (348 kg) and its price to $9,200. The Intersate had a 1993 price increase to $9,600 and then again to $10,000 for 1994. As with the other 20th Anniversary models, the cost of a GL1500I '95 jumped appreciably to $11,200. The last GL1500I was the 1996 model selling for $11,900. Claimed dry weight for '95 and '96 was 769 pounds (349 kg). The Interstate model was discontinued, replaced in 1997 by the Valkyrie Tourer (GL1500CT) as well as the 1999 Valkyrie Interstate (GL1500CF). GL1800 Gold Wing The 2001 GL1800 was the first new model in 13 years. The engine was for this model increased to 1,832 cc (111.8 cu in), and. At the same time, the weight of the bike decreased from that of the GL1500. This was done by making the frame out of high-strength aluminium. This was an frame, and was composed of only 31 individual parts (almost half the number of the previous frame). Braking was an option, added because of the increased power of the new engine, from 74 kW (99 bhp) to 87 kW (117 bhp). The 2006 model had an optional. Other 2006 options were an in-dash called, with audio information provided through the speakers and headset cables, and a rider comfort package including seat heaters controlled from the dash, heated handlebar grips, and engine-air vents (able to be opened and closed by a lever on the left side dash) located in front of the driver's foot pegs. The 2010 model year was the last to be produced in the United States. The 2011 model year was not produced. Manufacturing shifted to Japan in 2012. 2012 Gold Wing GL1800 model for Japanese market, with windshield wiper '1st Gen' and '2nd Gen' GL1800s [ ] Some retailers of aftermarket add-ons/replacements parts group all GL1800 models into two categories (example: ). They describe all GL1800s made from 2001-2010 as 'First Generation' or '1st Gen,' while GL1800's made in 2012 or 2013 are described as 'Second Generation' or '2nd Gen.' This is somewhat misleading because, in terms of complete Gold Wing evolution, the GL1800 itself is actually the 5th generation. As mentioned above, there was no 2011 model year produced. Honda made subtle changes to the made-in-Japan 2nd Gen GL1800. Restyled bodywork makes the fairing and saddlebags look to be less bulbous, even though the saddlebags hold more than before and the fairing was modified to better protect the rider's legs, as well as to improve the foot-warming vents. The trunk and fairing pockets, when combined with the new saddlebags, offer the rider more than 150 litres (5.3 cu ft) of storage. The instrument cluster has a brighter display screen, as well as the latest satellite and, and a new six-speaker audio system with and connectivity. 2018 GL1800 [ ] Honda has redesigned the 2018 model with two versions the standard model replacing F6B bagger now just Gold wing and top trunk version Gold Wing Tour. With a aim to make the new bike more technologically advanced, more compact and lighter weight. With a sportier new appearance the new bike is about 90 pound lighter than the previous 2017 model. There is a completely redesigned engine with four valves per cylinder and bore/stroke of 73 mm × 73 mm (2.9 in × 2.9 in), a new frame with a Double Wishbone front suspension resembling the Duolever from, also a automatic transmission option. Valkyrie [ ]. 'Limited Edition' Valkyrie Rune In 1997 Honda brought back an incarnation of the 'Standard Gold Wing,' renamed the in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a -style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk. These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year. In 2004 Honda released a 'Limited Edition' model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling. The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs ≤ 2000, FI ≥ 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance. Valkyrie revival [ ] At the 2013, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg (150 lb) less. The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes. Going beyond the genre, the Valkyrie's puts it clearly into the muscle bike class. It's expected to be on sale by Spring, 2014, for about $17,000 for the base model (the model with an will cost more). F6B 'Bagger' [ ] In 2013 Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe. The F6B is basically a greatly stripped down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. It is affectionately known as the Bagger. The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest - a result of the removal of the trunk. The F6B Deluxe does, however, come with a small passenger backrest as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing except that there is no reverse gear and early models did not have cruise control. For 2018 this model is now just called the standard Gold Wing. See also [ ] • • and • • •, and Notes [ ]. Model SE Commercial Electric Water Heater 6-119 Gallon Capacity, up to 58 KW in all Three Phase Voltages, Over 6 KW in all Single Phase Voltages. Dependable, AffordableFITT® for the Purpose Intended MicroFAST® wastewater treatment systems are designed for residential strength wastewater in eight specific. Pipe Flanges and Flanged Fittings: NPS 1/2 through NPS 24 Metric/Inch Standard. Nsf Ansi Standard 42 Pdf Reader. Download the free trial version below to. Model SE Commercial Electric Water Heater 6-119 Gallon Capacity, up to 58 KW in all Three Phase Voltages, Over 6 KW in all Single Phase Voltages The Hubbell Model SE water heater incorporates a number of features not found in other conventional heaters which makes it better suited to resist the highly corrosive effects of hot water. The heart of a Hubbell water heater is a superior storage vessel which utilizes a specially formulated, solid copper-silicon threaded tank openings and a built-in trap device, all of which ensure a longer lasting and energy efficient water heater. When you specify and install a Hubbell Model SE, you will have confidence in knowing that the owner will be provided with a long lasting, trouble-free source for hot water. • Heavy Duty Construction • provides longer tank life • Copper-silicon alloy tappings cannot rust or corrode • High impact composite jacket cannot rust or corrode and elimantes damage during installation and transit • High Efficiency • Polyurethane foam insulation reduces heat loss • Built-in heat trap lowers operating costs • Wide Selection • Built to meet your exact needs • Numerous options available for specialized applications • Reliable • Full five (5) year Non Pro-rated tank warranty is standard • Full ten (10) year Non Pro-rated tank warranty can be specified for extended protection. Yes it is OK. A water softener system will not affect the longevity or operation of a Hubbell cement lined water heater tank. A water softener is typically installed when a potable water system has hard water resulting in the need to soften the water. Unfortunately, the salt used in a water softener corrodes the anode rod and exposed steel surfaces of the water heater tank, rapidly causing a glass lined water heater to corrode and leak within a few years. This is an issue for a glass lined water heater due to its reliance on a sacrificial anode, however because a cement lined tank does not use a sacrificial anode softened water is of no concern to the Hubbell cement lined tank. What is a sacrificial anode and does a cement lined tank need one? All water heaters constructed using a steel tank requires a lining to protect the internal steel surfaces from corrosion. Certain linings (i.e. Glass and epoxy), due to their nature, have unavoidable holes and imperfections resulting in exposure of the steel tank. As a result of this deficiency, the manufacturer will install an anode rod(s) in an attempt to delay corrosion of the steel tank. An anode rod is typically made of aluminum, magnesium or zinc, is a maintenance item that requires periodic inspection and replacement, and is often times the cause of a “rotten egg” odor to your hot water. Often referred to as a sacrificial anode rod because, over time, it slowly dissolves, sacrificing itself as it is attacked by aggressive substances in the water which would otherwise attack the steel tank through the pinholes and imperfections of the glass or epoxy lining. A cement lined steel tank on the other hand does not require an anode because of the thickness and guaranteed 100% coverage of the cement lining over all internal surfaces of the steel tank. This eliminates the need for an anode rod in a cement lined water heater, resulting in a significantly longer life compared to a glass or epoxy lined water heater. For a further discussion please click on the following link How does my water heater ship? Skip to Main Content; Skip to Primary Navigation. Help Login Welcome Workspace nsf.org. Welcome Public Area Calendar Documents Ballots Web Support NSF Bookstore Standards Public Groups Area » Public Documents. Search groups. View and Download Mitel Mivoice business engineering manualline online. Mivoice business Telephone pdf manual download. All Hubbell storage type water heaters ship via common carrier and are classified by the Commodity Classification Standards Board under National Motor Freight Classification (NMFC) class 100. Each water heater is palletized and wood crated. All Hubbell tankless water heaters, when transported using common carrier, ship class 77.5. To provide the lowest transportation cost, in most cases the shipment is made on Hubbell’s account and the freight cost is added to the invoice, commonly referred to as “Pre pay and add”. For very large shipments, the most economical method (LTL or Dedicated Truck) for transporting the water heaters to the final destination will be analyzed by Hubbell's transportation department. Why is Hydrastone Cement a better choice over glass lining? Cement lining provides guaranteed 100% coverage with a minimum thickness of 0.5” over all internal tank surfaces. In comparison, glass lining is approximately 0.005” thick and includes imperfections, pinholes and variation in coverage thickness resulting in portions of unprotected steel tank exposed to corrosion. In an attempt to compensate, glass lined tanks include a sacrificial anode in an effort to slow down the corrosion of the tank. Cement lined tanks on the other hand do not require an anode due to the integrity of the lining. As such, a cement lined tank will far outlast a glass lined tank. For a more complete explanation of the benefits of the Hubbell cement lining please click on the following link What temperature should I set my water heater? For typical domestic potable hot water service the temperature of your water heater at 125°F is sufficient. This prevents wasted energy (which means cost savings for you) and also decreases the possibility of scalding water burns. If you run out of hot water on this setting, increase the temperature by five degrees incrementally until your hot water needs are met. The goal is to have the temperature set just high enough to meet your needs but within safe operating parameters. Please note that a water heater in and of itself should not be relied upon as the ultimate temperature controlling source for the hot water delivered to your fixtures. Please consult local and state codes for installation of the proper and code approved (ASSE 1016, 1070, 1017) mixing devices to achieve the safe delivery of hot water to the fixtures. For a more complete information please download the whitepaper PDF titled 'Understanding Potential Water Heater Scald Hazards' developed by ASSE at the following link. Legionella is the bacteria responsible for Legionnaire’s Disease, an acute bacterial infection of the lower respiratory tract. This bacterium was first identified in 1977 by the Centers for Disease Control as the cause of an outbreak of pneumonia that caused 34 deaths at a 1976 American Legion Convention in Philadelphia. Pontiac Fever is a less severe, non-pneumonia, flu-like disease that is associated with and likely caused by Legionella bacteria. Legionella is a fairly common water bacterium and has been found to exist widely in many surface water sources including lakes, rivers, streams and ponds. It can also be found in ground water sources and some soils. At the levels found in these naturally occurring sources it typically does not pose a threat to public health. When the bacterium enters a domestic water system it can find an ideal host environment of warm water temperatures (105-115°F), stagnant water areas (isolated storage tanks and dead-end piping legs) and ample food sources (sediment, scale, deposits and biofilm). Under these conditions Legionella can rapidly colonize, forming higher concentrations that can pose the public health threat of Legionnaire’s Disease. There are many methods of controlling colonization of Legionella bacteria. However, a widely accepted and preferred method is to maintain the hot water system storage temperature continually at or above 140°F. Unfortunately, the elevated temperature necessary to minimize the growth of and kill Legionella bacteria has the potential to cause serious thermal shock and scalding injuries. As such, many plumbing engineers will specify that the water heater be set to maintain water temperatures at 140°F or higher to reduce the risk of Legionella, but then specify the appropriate mixing valve to ensure safe delivery of hot water to the fixtures. For a more thorough discussion of Legionella please go to and the following link to the US Department of Labor OSHA information regarding Legionnaires’ Disease My question is not found in these FAQ’s, where do I look next? Downloads • Technical Documents • PDF (2.6 MB) • PDF (428 KB) • DOC (26.0 KB) • PDF (1.1 MB) • PDF (37.7 KB) • PDF (162.5 KB) • DOC (26.6 KB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) • RFA (1.2 MB) Many of our products literature is available online for download. To open these files, a PDF viewer is required. If you do not have one, Adobe provides Acrobat Reader free of charge for viewing only. Use this link to download. You may also choose to download the file to your PC for future reference or printing. On most operating systems, simply right-click on the links below, choose 'Save target as.' Or 'Save link as.' , choose a location and it will save the document to your computer for future reference. Model HX / TX Tankless Electric Water Heater Available up to 54 KW Single or Three Phase Voltages The Hubbell model TX Tankless electric water heater is a highly reliable and easily maintained heater designed for operation in a commercial or industrial application. The Hubbell TX Tankless heater is compact, extremely efficient, takes up minimal space and reduces operating costs. Hubbell's vast experience, meticulous engineering and advanced technology ensure that you can rely on the model TX for your water heating needs in even the most demanding and critical applications. The Hubbell Tankless is the right choice for your water heating requirements, as you will be providing your customer with a quality product that is long lasting, trouble-free and energy efficient. The Hubbell Model HX / TX electric tankless water heater contains high powered heating elements that heat water only when there is demand for hot water. When hot water is needed, a built in flow sensor measures the exact flow rate, and that data combined with temperature readings at the heater's inlet and outlet are processed by the elctronic temperature controller. This data is continuously transmitted to the temperature controller, which constantly calculates the precise amount of power (kW) needed to achieve the desired temperature. A zero cross over firing signal is sent to the fast acting triacs in order to modulate the heating elements to the precise level needed to meet demand. The Hubbell tankless heater uses only as much power as is needed, while delivering accurate and consistent hot water temperature. Heater Overview. Full Heater Modulation Each heating element is switched on/off using a fast acting solid state triac with zero cross over firing control. This switching schema provides full modulation of each heating element, ensuring that the precise amount of heat is added to meet demand. To improve operating efficiency and component longevity, each triac is mounted to a heat sink located on the incoming supply piping so that heat generated by the triac during the switching process is dissipated into the water. Building Management Integration Remote Control:Ability to remotely enable or inhibit the heating operation of the unit using one of the following two methods: 1. Customer supplied 24VDC signal is user configured for either Inhibit Mode or Normal Operation Mode. Customer supplied volt free contact is user configured for either Inhibit Mode or Normal Operation Mode. Priority Control: An integrated SPDT potential free dry contact (NO/NC 10A @ 240VAC) energizes when the unit is heating and de-energizes when not heating. This feature is useful when it is desirable to give the water heater priority over another electrical load to ensure that both are not operational at the same time. Optional Equipment • High flow construction specify model HX for up to 40 GPM flow (min 0.5 GPM actuation) • Type 316L stainless steel heating chamber for added corrosion resistance • Special construction features • Inlet and Outlet Valve assembly simplifies installation and includes unions, shut offs, check valve, drain ports and pressure relief valve • Heating chamber built to ASME Section VIII and 'UM' stamped • Remote Control Display allows the heater to be installed in a remote location. The 3' x 5' NEMA 4 display enclosure can be located up to 250' from the heater and gives the operator full remote control and monitoring capabilities • NEMA 4x construction when heater is located in a wet environment. Overall dimensions 24' x 20' x 6' • Additional heater control features to meet UL834 Electric Boiler requirements • Factory supplied manifold single point connection for redundancy and high demand applications • An ASSE 1070 code compliant Thermostatic mixing valve to increase the amount of hot water available. Valve is 1/2' (-UT) size and adjustable from 80-120°F. Typically used when supplying hot water to multiple lavs from a single water heater. Please note: optional equipment may impact overall dimensions and weight. Please request submittal drawing from factory. All Hubbell storage type water heaters ship via common carrier and are classified by the Commodity Classification Standards Board under National Motor Freight Classification (NMFC) class 100. Each water heater is palletized and wood crated. All Hubbell tankless water heaters, when transported using common carrier, ship class 77.5. To provide the lowest transportation cost, in most cases the shipment is made on Hubbell’s account and the freight cost is added to the invoice, commonly referred to as “Pre pay and add”. For very large shipments, the most economical method (LTL or Dedicated Truck) for transporting the water heaters to the final destination will be analyzed by Hubbell's transportation department. What temperature should the tankless heater be set to? The Hubbell electric tankless water heater can be configured by the user to operate in any of three different ranges. Low temperature range is 32-104°F, Standard range is 32-140°F and High Temperature range is 32-194°F. The operator can field configure the electronic controller to operate in any of these ranges, and can then select a set temperature within the selected range that is appropriate for the application. The controller is also field configurable for either °F or °C operation and visual display How is a tankless heater different from a storage tank heater? A storage tank water heater maintains a tank full of hot water 24/7/365 and will heat water even during periods of no usage in order to make up for standby heat loss. A tankless water heater only consumes power (whether its gas or electric) when there is demand for hot water. They take up significantly less space and typically can be located close to the point of use, thus providing more efficient delivery of hot water. Tankless water heaters provide continuous hot water and never run out as long as the heater capacity is not exceeded. Does the Hubbell electric tankless water heater restrict water flow? Legionella is the bacteria responsible for Legionnaire’s Disease, an acute bacterial infection of the lower respiratory tract. This bacterium was first identified in 1977 by the Centers for Disease Control as the cause of an outbreak of pneumonia that caused 34 deaths at a 1976 American Legion Convention in Philadelphia. Pontiac Fever is a less severe, non-pneumonia, flu-like disease that is associated with and likely caused by Legionella bacteria. Legionella is a fairly common water bacterium and has been found to exist widely in many surface water sources including lakes, rivers, streams and ponds. It can also be found in ground water sources and some soils. At the levels found in these naturally occurring sources it typically does not pose a threat to public health. When the bacterium enters a domestic water system it can find an ideal host environment of warm water temperatures (105-115°F), stagnant water areas (isolated storage tanks and dead-end piping legs) and ample food sources (sediment, scale, deposits and biofilm). Under these conditions Legionella can rapidly colonize, forming higher concentrations that can pose the public health threat of Legionnaire’s Disease. There are many methods of controlling colonization of Legionella bacteria. However, a widely accepted and preferred method is to maintain the hot water system storage temperature continually at or above 140°F. Unfortunately, the elevated temperature necessary to minimize the growth of and kill Legionella bacteria has the potential to cause serious thermal shock and scalding injuries. As such, many plumbing engineers will specify that the water heater be set to maintain water temperatures at 140°F or higher to reduce the risk of Legionella, but then specify the appropriate mixing valve to ensure safe delivery of hot water to the fixtures. For a more thorough discussion of Legionella please go to and the following link to the US Department of Labor OSHA information regarding Legionnaires’ Disease My question is not found in these FAQ’s, where do I look next? • Revit Files • ZIP (959 KB) • ZIP (1.3 MB) • ZIP (1.1 MB) • ZIP (1.5 MB) • Technical Documents • PDF (2.4 MB) • PDF (571 KB) • DOC (25.5 KB) • PDF (106 KB) • DOC (15.0 KB) • PDF (2.5 MB) • PDF (546 KB) Many of our products literature is available online for download. To open these files, a PDF viewer is required. If you do not have one, Adobe provides Acrobat Reader free of charge for viewing only. Use this link to download. You may also choose to download the file to your PC for future reference or printing. On most operating systems, simply right-click on the links below, choose 'Save target as.' Or 'Save link as.' , choose a location and it will save the document to your computer for future reference. Blues singing/guitar legend Albert King was born today in 1923 -- He's considered one of the 3 kings of the blues guitar (along with BB King and Freddie King). One of “The Three Kings” of electric Blues guitar and the man who inspired Eric Clapton, Stevie Ray Vaughan and Peter Green with his powerful guitar playing. In finance, a foreign exchange option (commonly shortened to just FX option or currency option) is a derivative financial instrument that gives the right but not the obligation to exchange money denominated in one currency into another currency at a pre-agreed exchange rate on a specified date.[1] See Foreign exchange derivative. The foreign exchange options market is the deepest, largest and most liquid market for options of any kind. Most trading is over the counter (OTC) and is lightly regulated, but a fraction is traded on exchanges like the International Securities Exchange, Philadelphia Stock Exchange, or the Chicago Mercantile Exchange for options on futures contracts. The global market for exchange-traded currency options was notionally valued by the Bank for International Settlements at $158.3 trillion in 2005 For example, a GBPUSD contract could give the owner the right to sell?1,000,000 and buy $2,000,000 on December 31. In this case the pre-agreed exchange rate, or strike price, is 2.0000 USD per GBP (or GBP/USD 2.00 as it is typically quoted) and the notional amounts (notionals) are?1,000,000 and $2,000,000. This type of contract is both a call on dollars and a put on sterling, and is typically called a GBPUSD put, as it is a put on the exchange rate; although it could equally be called a USDGBP call. If the rate is lower than 2.0000 on December 31 (say 1.9000), meaning that the dollar is stronger and the pound is weaker, then the option is exercised, allowing the owner to sell GBP at 2.0000 and immediately buy it back in the spot market at 1.9000, making a profit of (2.0000 GBPUSD? 1.9000 GBPUSD)? 1,000,000 GBP = 100,000 USD in the process. If instead they take the profit in GBP (by selling the USD on the spot market) this amounts to 100,000 / 1.9000 = 52,632 GBP. Although FX options are more widely used today than ever before, few multinationals act as if they truly understand when and why these instruments can add to shareholder value. To the contrary, much of the time corporates seem to use FX options to paper over accounting problems, or to disguise the true cost of speculative positioning, or sometimes to solve internal control problems. The standard clich? About currency options affirms without elaboration their power to provide a company with upside potential while limiting the downside risk. Options are typically portrayed as a form of financial insurance, no less useful than property and casualty insurance. This glossy rationale masks the reality: if it is insurance then a currency option is akin to buying theft insurance to protect against flood risk. The truth is that the range of truly non-speculative uses for currency options, arising from the normal operations of a company, is quite small. The Thrill Is Gone - B.B. King and Friends - 80 Tired Of Your Jive - B.B. King and Friends - 80 Early In The Morning - B.B. King and Friends - 80 Blood Red; 6,716 tweets • 523 photos/videos 19 nineteenth-century immigrant vineyard owners struggle keep land hands ruthless railroad. Torrentz will always love you. © 2003-2016 Torrentz. In reality currency options do provide excellent vehicles for corporates' speculative positioning in the guise of hedging. Corporates would go better if they didn't believe the disguise was real. Let's start with six of the most common myths about the benefits of FX options to the international corporation -- myths that damage shareholder values. Historically, the currency derivative pricing literature and the macroeconomics literature on FX determination have progressed separately. In this Chapter I argue the joint study of these two strands of literature and give an overview of FX option pricing concepts and terminology crucial for this interdisciplinary study. I also explain the three sources of information about market expectations and perception of risk that can be extracted from FX option prices and review empirical methods for extracting option-implied densities of future exchange rates. As an illustration, I conclude the Chapter by investigating time series dynamics of option-implied measures of FX risk vis-a-vis market events and US government policy actions during the period January 2007 to December 2008. Chapter 2: This Chapter proposes using foreign exchange (FX) options with different strike prices and maturities to capture both FX expectations and risks. We show that exchange rate movements, which are notoriously difficult to model empirically, are well-explained by the term structures of forward premia and options-based measures of FX expectations and risk. Although this finding is to be expected, expectations and risk have been largely ignored in empirical exchange rate modeling. Using daily options data for six major currency pairs, we first show that the cross section options-implied standard deviation, skewness and kurtosis consistently explain not only the conditional mean but also the entire conditional distribution of subsequent currency excess returns for horizons ranging from one week to twelve months. At June 30 and September 30, the value of the portfolio was?1,050,000. Note, however, that the notional amount of Ridgeway's hedging instrument was only?1,000,000. Therefore, subsequent to the increase in the value of the pound (which is assumed to have occurred on June 30), a portion of Ridgeway's foreign currency exchange risk was not hedged. For the three-month period ending September 30, exchange rates caused the value of the portfolio to decline by $52,500. Of that amount, only $50,000 was offset by changes in the value of the currency put option. The difference between those amounts ($2,500) represents the exchange rate loss on the unhedged portion of the portfolio (i.e., the 'additional'?50,000 of fair value that arose through increased share prices after entering into the currency hedge). At June 30, the additional?50,000 of stock value had a U.S. Dollar fair value of $45,000. At September 30, using the spot rate of 0.85:1, the fair value of this additional portion of the portfolio declined to $42,500. Ridge way will exclude from its assessment of hedge effectiveness the portion of the fair value of the put option attributable to time value. That is, Ridgeway will recognize changes in that portion of the put option's fair value in earnings but will not consider those changes to represent ineffectiveness. Aitan Goelman, the CFTC’s Director of Enforcement, stated: “The setting of a benchmark rate is not simply another opportunity for banks to earn a profit. Countless individuals and companies around the world rely on these rates to settle financial contracts, and this reliance is premised on faith in the fundamental integrity of these benchmarks. The market only works if people have confidence that the process of setting these benchmarks is fair, not corrupted by manipulation by some of the biggest banks in the world.” The Commission finalized rules to implement the Dodd-Frank Wall Street Reform and Consumer Protection Act regarding Regulation of Off-Exchange Retail Foreign Exchange Transactions and Intermediaries. The Commission also finalized Conforming Changes to existing Retail Foreign Exchange Regulations in response to the Dodd-Frank Act. Additional information regarding these final rules is provided below, including rules, factsheets, and details of meetings held between CFTC Staff and outside parties. 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Use downloaded crack staff and have a fun, but if you like the software in subject - buy it;).don't use cracks. This site is running on UNIX FreeBSD machine. It is a state of the art operating system that is under BSD license and is freeware. Don't waste your time with shitty windows applications, use real staff and be cool:). In finance, a foreign exchange option (commonly shortened to just FX option or currency option) is a derivative financial instrument that gives the right but not the obligation to exchange money denominated in one currency into another currency at a pre-agreed exchange rate on a specified date.[1] See Foreign exchange derivative. The foreign exchange options market is the deepest, largest and most liquid market for options of any kind. Most trading is over the counter (OTC) and is lightly regulated, but a fraction is traded on exchanges like the International Securities Exchange, Philadelphia Stock Exchange, or the Chicago Mercantile Exchange for options on futures contracts. The global market for exchange-traded currency options was notionally valued by the Bank for International Settlements at $158.3 trillion in 2005 For example, a GBPUSD contract could give the owner the right to sell?1,000,000 and buy $2,000,000 on December 31. In this case the pre-agreed exchange rate, or strike price, is 2.0000 USD per GBP (or GBP/USD 2.00 as it is typically quoted) and the notional amounts (notionals) are?1,000,000 and $2,000,000. This type of contract is both a call on dollars and a put on sterling, and is typically called a GBPUSD put, as it is a put on the exchange rate; although it could equally be called a USDGBP call. If the rate is lower than 2.0000 on December 31 (say 1.9000), meaning that the dollar is stronger and the pound is weaker, then the option is exercised, allowing the owner to sell GBP at 2.0000 and immediately buy it back in the spot market at 1.9000, making a profit of (2.0000 GBPUSD? 1.9000 GBPUSD)? 1,000,000 GBP = 100,000 USD in the process. If instead they take the profit in GBP (by selling the USD on the spot market) this amounts to 100,000 / 1.9000 = 52,632 GBP. Although FX options are more widely used today than ever before, few multinationals act as if they truly understand when and why these instruments can add to shareholder value. To the contrary, much of the time corporates seem to use FX options to paper over accounting problems, or to disguise the true cost of speculative positioning, or sometimes to solve internal control problems. The standard clich? About currency options affirms without elaboration their power to provide a company with upside potential while limiting the downside risk. Options are typically portrayed as a form of financial insurance, no less useful than property and casualty insurance. This glossy rationale masks the reality: if it is insurance then a currency option is akin to buying theft insurance to protect against flood risk. The truth is that the range of truly non-speculative uses for currency options, arising from the normal operations of a company, is quite small. In reality currency options do provide excellent vehicles for corporates' speculative positioning in the guise of hedging. Corporates would go better if they didn't believe the disguise was real. Let's start with six of the most common myths about the benefits of FX options to the international corporation -- myths that damage shareholder values. Historically, the currency derivative pricing literature and the macroeconomics literature on FX determination have progressed separately. In this Chapter I argue the joint study of these two strands of literature and give an overview of FX option pricing concepts and terminology crucial for this interdisciplinary study. I also explain the three sources of information about market expectations and perception of risk that can be extracted from FX option prices and review empirical methods for extracting option-implied densities of future exchange rates. As an illustration, I conclude the Chapter by investigating time series dynamics of option-implied measures of FX risk vis-a-vis market events and US government policy actions during the period January 2007 to December 2008. Chapter 2: This Chapter proposes using foreign exchange (FX) options with different strike prices and maturities to capture both FX expectations and risks. We show that exchange rate movements, which are notoriously difficult to model empirically, are well-explained by the term structures of forward premia and options-based measures of FX expectations and risk. Although this finding is to be expected, expectations and risk have been largely ignored in empirical exchange rate modeling. Using daily options data for six major currency pairs, we first show that the cross section options-implied standard deviation, skewness and kurtosis consistently explain not only the conditional mean but also the entire conditional distribution of subsequent currency excess returns for horizons ranging from one week to twelve months. At June 30 and September 30, the value of the portfolio was?1,050,000. Note, however, that the notional amount of Ridgeway's hedging instrument was only?1,000,000. Therefore, subsequent to the increase in the value of the pound (which is assumed to have occurred on June 30), a portion of Ridgeway's foreign currency exchange risk was not hedged. For the three-month period ending September 30, exchange rates caused the value of the portfolio to decline by $52,500. Of that amount, only $50,000 was offset by changes in the value of the currency put option. The difference between those amounts ($2,500) represents the exchange rate loss on the unhedged portion of the portfolio (i.e., the 'additional'?50,000 of fair value that arose through increased share prices after entering into the currency hedge). At June 30, the additional?50,000 of stock value had a U.S. Dollar fair value of $45,000. At September 30, using the spot rate of 0.85:1, the fair value of this additional portion of the portfolio declined to $42,500. Ridge way will exclude from its assessment of hedge effectiveness the portion of the fair value of the put option attributable to time value. That is, Ridgeway will recognize changes in that portion of the put option's fair value in earnings but will not consider those changes to represent ineffectiveness. Aitan Goelman, the CFTC’s Director of Enforcement, stated: “The setting of a benchmark rate is not simply another opportunity for banks to earn a profit. Countless individuals and companies around the world rely on these rates to settle financial contracts, and this reliance is premised on faith in the fundamental integrity of these benchmarks. The market only works if people have confidence that the process of setting these benchmarks is fair, not corrupted by manipulation by some of the biggest banks in the world.” The Commission finalized rules to implement the Dodd-Frank Wall Street Reform and Consumer Protection Act regarding Regulation of Off-Exchange Retail Foreign Exchange Transactions and Intermediaries. The Commission also finalized Conforming Changes to existing Retail Foreign Exchange Regulations in response to the Dodd-Frank Act. Additional information regarding these final rules is provided below, including rules, factsheets, and details of meetings held between CFTC Staff and outside parties. ICab - The Taxi for the Internet iCab is a web browser for the Apple Macintosh. ICab is an alternative web browser for the Apple Macintosh with numerous useful features not found in other browsers. You can download the current release from the. 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While Classilla has a lot of critical patches applied (which is why it's being released, even in unfinished form), there are still security, stability and compatibility issues yet to be fixed and many sites still won't work, or worse. You will be using software that is still in evolution. Exciting, right? And quite possibly unstable. Know what you're getting into. Using Classilla is at your own risk. There are still many bugs! Remember: the Classilla maintainers and administrators are not responsible for any damage to your computer, data or operating system that Classilla may do. Again, you use Classilla at your OWN RISK. We eat our own dog food, but that doesn't mean it always tastes good. Classilla is exclusively * for the classic MacOS While Mozilla is a cross-platform environment, and Classilla is based on its XPFE system, Classilla's highest priority is whether it works on classic Macintosh, and any features that get added all have the same requirement. If it'll work and it'll help, it'll be in Classilla. If Mozilla's code won't work as is and Classilla needs that feature, it'll be rewritten if we can. Classilla isn't designed as an application where MacOS support is an afterthought; it's built to be Mac first and always. Maybe for BeOS/PowerPC also. Cameron Kaiser has a real live BeBox/133 and it needs a better browser than NetPositive. Classilla isn't a typical desktop browser Classilla focuses on the mobile web and mobile sites, a better fit for our old Macs and old code. It takes a little getting used to, but thanks to today's smartphones, many of the most popular sites have mobile versions that are almost, if not more, functional than their desktop equivalents. And that pays off for us too: simpler pages render faster on old CPUs, use less memory and get more done. Our Macs aren't getting any younger, but with a mobile-oriented browser, they can get faster. Classilla is a browser with a future Classilla has two purposes: first and foremost, to get a modern web browser running again on classic Macs. But secondly, it's a seed: not only does it get a process established for building itself, it establishes a template for other free open-source projects to follow. By putting the ability to maintain our own software in our own hands, as users of classic Macs, we ensure that OS 9 will continue to survive. Classilla has a path for maintenance and a means to improve based on a solid foundation. With tools baked right into the browser to even let users, we're putting our code where our mouth is. The future is in your hands, and the future's in your control. This isn't a dead end. Classilla isn't going to get there without your help Classilla sure needs users: users appear in server logs, and remind site owners that the whole world isn't using Windows or Internet Explorer. But to continue to advance, Classilla needs contributors -- and you can help out even if you don't know the first thing about developing for OS 9. Can't code in C or OS 9, but you know a lot about HTML and CSS? Become a distiller and help turn malfunctions into test cases, so that coders can devise specific, targetted fixes. Find out how on the Know enough C/C++ to be dangerous? Become a coder and help integrate Mozilla patches into Classilla, or even write completely new features. You don't even have to know much about Mac programming to be helpful -- if you know CodeWarrior at all, come help out. Find out how on the. Please make sure that your links and bookmarks point to classilla.org, as this site may move to a separate host in the future. Are you looking for a browser for Mac OS X 10.4? Try our sister project,.|||| Copyright © 2009-2014 Contributors to Classilla. All rights reserved. Mozilla, Gecko and Mozilla Firefox are trademarks of the Mozilla Foundation. 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And of course there were the minstrel shows, in which people with mocking, cork-painted faces sang what they pretended were the songs of Southern former slaves. This was how we reckoned with our melting pot: crudely, obliviously, maybe with a nice tune and a beat you could dance to. Sometime in the 1950s, the mainstream saw its last great gasp of this habit. A nation that considered itself very space-age and worldly enjoyed quaint spins on sentimental Italian music (“That’s Amore” and its pizza pies) and Trinidadian calypso songs about hard, simple labor (“Day-O” and its bananas). You had your “Latin” numbers, your Hawaiian ones, your “Asian” songs — light ethnic pastiches laid out cheerily, like an international buffet that serves falafel one day and schnitzel the next, never too bothered about how accurate the recipes are. There was a simple notion behind all this stuff, and it was the belief that music, like food, came from someplace, and from some people. Even when it was played in a condescending ethnic-joke burlesque of who those people actually were — even when it was pretty aggressively racist — the notion remained: Different styles sprang from different people. Then all of this changed, and we decided to start thinking of pop music not as a folk tradition but as an art; we started to picture musicians as people who invented sounds and styles, making intellectual decisions about their work. But music is still, pretty obviously, tied to people. How else do you create a situation in which, after decades of hip-hop’s being the main engine of pop music, it can still be a little complicated when nonblack people rap? That vexed thing we call “identity” leans its considerable weight on all kinds of questions: which sounds comfort us or excite us; where and how we listen to them; how we move our bodies as they play. 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Attached are photos of what I'm currently looking. Thanks in advance for any help! First off, why are you pulling the crankshaft? Mar 12, 2017. Assuming this is incorrect do I just pull the timing belt and rotate the cams & crank clockwise to their respective TDC marks (12 o'clock line on cams & 0 on crank) and. 2000 Tundra 4X4 Limited - ARB Sahara Bar, 265R75-16 BF Goodrich MudTerrain, NWOR Springs, Blistein shocks, K&N Cool Air Intake. Home; Adam smith; capital asset; depreciation; durable; economics; s; non-renewable resource; physical capital; production; service; stock. Or are you just pulling the front crankshaft balancer pulley? I did my timing belt, but that was a year ago, and I forget what marks were where. I would say that the marks are supposed to line up with the 'T's. If the engine was running before, I highly doubt that the marks are 20 degrees out. Whenever I change a timing belt and the markings are not clear, I just make my own markings on everything so that it goes back together exactly how it came apart. I've scoured this forum and other, both the instruction that came with my timing belt, water pump kit (asins I believe), chiltons and the YouTube video I have been using show the crank being at '0' and the cams on the TDC not the T. I suppose if I don't hear any different I will just reassemble with the cams aligned with the 'T' and the crank on '0'. Since it does run like that. I guess I'm just really puzzled as to why my set up didn't look like the instructions show for cam and crank alignment. Any ideas what would cause that? I had the same question when I changed my timing belt. I knew that the 'T' was not the mark to line up the belt to, but the belt lined up properly with that 'T.' Then later when everything was tight (i.e., the tension was applied), the white line mark was lined up well, not the 'T.' Also, my 2000 balancer didn't have the white dot as it appears on the balancer in the 1A Auto video on YouTube. Not sure why the factory would change the position of the dot from 2000 to 2003. So I diidn't use the white dot, but the small indentation on the balancer. Everything worked out perfectly. My biggest concern as I was changing the belt was getting the belt on, since I had never changed a timing belt before. But the belt can only go on one way---the teeth will line up. And without the belt tensioner applying tension, it is very easy to slip the belt on. I appreciate all the info from everybody. I may not have made I clear in my original post but I haven't pulled the old timing belt yet. The photos I attached are how the system was when I opened it up. I'm not trying to align the marks on the belt with the marks on the cams and crank at this point. I'm trying to align the marks on the cam and crank pulleys (it's a indentation or groove on the pulley) with the cast vertical line at the 12 o'clock position on the cams and the '0' on the crank. Also I have been using the 1A Auto video for reference in addition to the chiltons manual. Glad to hear you got it worked out. I should have been a little more clear last night but it was late and I was a little lubed up. If you look in your picture of the crank pulley and see the little white dot to the right that is the correct timing mark to set the cam timing to the cast cam timing marks (not the T) so you can get the belt all lined up. If you get the belt on with the correct edge to the outside that is where the timing marks on the belt should line up with the pulley marks before releasing the tensioner. The cams usually have a 'home' location they want to go to which should have been at those marks. Now, did you do the water pump while you were there? So this is my first major or biggest mechanical issue I've had to tackle so apologies in advance if I sound like a newb. I have the front of my 4.7 liter 2001 tundra disassembled and am trying to align the crank & cams in the TDC position prior to pulling the crankshaft. My issues is the when I align the crankshaft groove with the '0' my cam grooves are not on the 12' o'clock TDC mark but are instead inline with the 'T' mark. From every thing I've read this seems incorrect, right? Also it appears to me the the cams gruve is at TDC mark when the crank is at 20* before TDC. Assuming this is incorrect do I just pull the timing belt and rotate the cams & crank clockwise to their respective TDC marks (12 o'clock line on cams & 0 on crank) and install the new belt? Attached are photos of what I'm currently looking. Thanks in advance for any help! Here are the docs that I found that tell you how to prpoerly install or inspect the timing belts. |
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