But Simon, surely Jews are a people, not just a religion. There were originally 12 tribes, and traditional jews are very aware of their own descent and to which grouping they belong. e.g. I have Ashkenazi friends who will tell you about the recessive genes they all carry, including for Cystic Fibrosis. They are as Aussie as you or me, but they identify proudly as Jewish.
Yes. The Sephardic Jews I know originally from a community in Thessaloniki (one of the largest Jewish communities pre WW2) identify as Jews not Greeks. Jews are an ethnic as much as a religious group. The end
I've noticed in one of those Ancestry ads on TV someone saying they're x% 'Jewish'? It would be really interesting if they COULD map DNA back a few thousand years...
I did mine via ancestry.com, came back 90% Greek 10% Caucasus which made sense as I know we had Russian ancestors. They sent out a gene map of the area which was interesting and stated it was based on DNA samples dating back thousands of years
OK let's put it the way it should have been. Ian=Not Italian. Ian=American heritage. You are talking about the nationality of the bloke in the first instance,his religion in the second. The end. Nothing to do with any religion.
I cannot believe you two bloke's can be so blind to Ian's original statement. IT HAS NOTHING TO WITH RELIGION THAT Mr Ricardo has Jewish/Muslim/Catholic/Buddhist/Islamic/Presbyterian/Methodist/Hindu or ANY other religions' blood coursing through his veins in the context of his business.
No doubt they do when inside Australia and it's taken for granted that they are Australian; when travelling I bet they identify first as Aussies and maybe later as Jewish if the context requires it. I think if Ian had referred to the guy as an Italian Jew there would be no issue (aside from what's religion got to do with car building ) saying he's NOT Italian because he's Jewish is a whole other thing...
The GTA’s transmission was an international effort, developed between Ferrari’s own engineers in Italy, transmission specialists FFD-Ricardo in Britain, and electronics experts Bosch in Germany. As a starting point, FFD used the internals of the four-speed GM Hydra-matic 4T80E. The transmission’s internals are greatly modified, and a new casing was constructed so that it can be positioned aft of the engine (in the interests of weight distribution and handling) to form a transaxle with the differential. The GTA’s fourth gear is effectively an overdrive, with third giving the same 1:1 direct ratio as the manual’s sixth. With the sporting mode selected, the box goes no higher than third, holds its gears to the redline, makes shifts more quickly, and downshifts more readily. This transmission is typically used with the Northstar V8 in the Cadillac Seville. Although the configuration suited the concept required, several key components needed uprating. The gearset was input torque limited to 637Nm, which had to be increased to allow for the higher torque Ferrari engine and the effects of torque multiplication at torque converter stall conditions. Friction elements (wet clutches and band brakes) had insufficient energy capacity due to the Ferrari application having higher engine speed, shift speeds, torque and inertia. Other design challenges included ensuring that the donor parts would retain their reliability in the new application. This included developing an independent differential oil flow circuit between the torque converter and the transmission core. Torque converter packaging had to be remote from the transmission core for the new Ferrari automatic, and the 4T80-E offered a separate torque converter which could be readily adapted. The front end of the new transmission was designed to hold the torque converter and mount with the torque tube. The new front casing rigidly mounts to the torque tube with a splined connection to the torque shaft. Input shaft bearings were arranged like a wheel hub for stiffness and sealed input shaft bearings were selected. To connect the input shaft to the torque converter a new flex plate was designed. The final design allowed the bell housing to package under the rear seats as intended. Due to the overall layout of the transmission, the final drive required a ring gear and pinion to be designed with rotation in the reverse direction to that normally used. To allow the drive to pass from the torque converter to the transmission core, a hollow pinion gear was designed. A ZF plate type limited slip differential (LSD) which was in current use in the Ferrari F40 was included in the package. The final drive requires a separate oil type from the automatic transmission fluid (ATF) that is used by the torque converter and the transmission core. Hence the final drive needed its own lubrication system with passageways to take the ATF to and from the torque converter designed into the drive housing. Parts of the transmission core were modified to take the higher power, torque, speeds and shift energies. The modified core along with carry over valve bodies, pumps, filters and park brake mechanism were all packaged in a new single axis maincase. Transmission control has a major role to play in ensuring the success of any automatic transmission. For this project, there were three key challenges for the control engineers. Firstly, the transient event control at high speed, secondly, the shift management calibration and torque modulation to ensure good shift quality, good performance and ensuring that it feels like a Ferrari. When used with the Northstar engine, the 4T80-E uses a combined engine and transmission control unit. This unit was neither available nor appropriate for the Ferrari application. GM’s transmission control strategy and software were also not available to Ricardo or Ferrari. Therefore, it was necessary for Ricardo to devise a new TCU with new control algorithms and software. The new TCU was designed to control all transmission functions, to communicate via CAN with the two engine management controllers and the ABS controllers, and to be compatible with OBDII scan tools, Ferrari end of line (EOL) testers and dealer diagnostic equipment. To improve driveability, a number of features were included in the software. Speed of throttle apply is used by the new software to modify the shift behaviour to give improved driving response. Sport function is automatically engaged when D3 is selected: no mode switches are used as these were considered to detract from the driveability. The 456 GTA gearbox is unsupported by parts through Ferrari or Ricardo. A guy named Adrian Turner in the UK was the specialist on them as he worked at Ricardo during the development and then started a business called "Dab Solutions" that was supporting these gearboxes. He posted a couple of times on Fchat but passed away in April 2011 https://www.ferrarichat.com/forum/posts/138534502/ M
Daniel is travelling tonight on a plane I can see the red tail lights heading for Spain Oh and I can see Daniel waving goodbye God it looks like Daniel, must be the clouds in my eyes
Interesting how this car body had two lives Ferrari then ALFA http://cardesignnews.com/articles/concept-car-of-the-week/2016/02/alfa-romeo-p33-coupe-ferrari-250-p5
Had a good look at this thing over the weekend, it's OCD turned up to 11. Never seen anything like it! Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login