title: The Plot Against America

text: Roth's novel was generally well received. Jonathan Yardley of "The Washington Post", exploring the book's treatment of Lindbergh in some depth, calls the book "painfully moving" and a "genuinely American story."


title: The Plot Against America

text: "The New York Times" review described the book as "a terrific political novel" as well as "sinister, vivid, dreamlike, preposterous and, at the same time, creepily plausible."


title: The Plot Against America

text: Blake Morrison in "The Guardian" offered high praise: ""The Plot Against America" creates its reality magisterially, in long, fluid sentences that carry you beyond skepticism and with a quotidian attentiveness to sights and sounds, tastes and smells, surnames and nicknames and brandnames—an accumulation of "petits faits vrais"—that dissolves any residual disbelief."


title: The Plot Against America

text: Writer Bill Kauffman, in "The American Conservative", wrote a scathing review of the book and objected to its criticism of the movement of which Lindbergh was a chief spokesperson, which is sometimes referred to as isolationist but Kauffman sees as antiwar, in contrast to Roosevelt's pro-war stance. He also criticizes its portrayal of increasing American antisemitism, in particular among Catholics, and for the nature of its fictional portrayals of real-life characters like Lindbergh, claiming it was "bigoted and libellous of the dead," as well as for its ending, featuring a resolution to the political situation that Kauffman considered a "deus ex machina".


title: The Plot Against America

text: Many took the novel as something of a "roman à clef" for or against the George W. Bush administration and its policies, but though Roth was opposed to the Bush administration's policies, he denied such allegorical interpretations of his novel.


title: The Plot Against America

text: In 2005, the novel won the James Fenimore Cooper Prize for Best Historical Fiction given by the Society of American Historians. It won the Sidewise Award for Alternate History, was a finalist for the John W. Campbell Memorial Award, and came in 11th for the 2005 Locus Awards.


title: The Plot Against America

text: The similarities between modern anti-Zionism in western countries and the antisemitic policy decisions of the 20th-century Lindbergh government in the novel are highlighted by Jewish writer Mike Berger. Berger discusses how in both situations, the targeting and ostracization of the Jewish population is masked in government and high society by making the criticism of Jewish people appear reasonable in focusing on their isolation and failure to assimilate with the majority white culture. From this implicit condoning of prejudice against Jewish communities, many antisemitic individuals and groups become emboldened to carry out acts of violence and discriminate against Jews, as seen in the novel.


title: The Plot Against America

text: English Professor T. Austin Graham argues that the gradual escalation of antisemitic government policy carries a lingering, dreadful possibility of full-scale holocaust across the novel. He argues that the novel also shows how many Jewish families like the Roths are also severely affected by the major shift in the “collective American psyche” that leads to wide-scale rioting akin to the events of Kristallnacht in Nazi Germany.


title: The Plot Against America

text: Mike Berger asserts that Roth captures the “essence” of Jewish identity in the novel with lines that describe the characters’ identities as being “as fundamental as having arteries and veins,<nowiki>"</nowiki> contributing to an understanding of a “deep” identity as being the total merging of the individual and the collective.


title: The Plot Against America

text: The issue of trauma on a personal and group level is an important theme of the novel, which professor Aimee Pozorski believes is demonstrated by Roth's use of skewed time—“a kind of traumatic time that conflates the present moment with an unassimilated past”—to create the sense that the novel is a relived experience of a past trauma that may be able to offer new insights on the experience. Pozorski states that the novel juxtaposes America's founding with the reality of its founding principles being torn apart to tell a reimagined Holocaust narrative.


title: The Plot Against America

text: The novel's use of a child character as the principal point of view and the filtering of the novel's horrific events through the child's lens also highlights how future generations are more heavily impacted by traumatic events. Such an impact could dramatically reshape personal and cultural identities.


title: The Plot Against America

text: Professor Jason Siegel claims that Roth wrote "The Plot Against America" in order to challenge the linear perception of history. Rather than a single, objectively told narrative where every event serves a purpose, Roth proposes that historiography is characterized by the competition between conflicting “plots” and narratives aiming to forward agendas that suit the interests of those dealing with unresolved conflict in the present. He does this by depicting how the battle between two alleged plots — the Jewish and fascist plots to take over the United States — shapes the course of the nation's future and impacts the perspective and experience of different social groups in different ways. Roth redefines historical truth as the multiplicity of experiences and narratives of all people, and cautions that American history “remains perpetually unwritten and myriad."


title: The Plot Against America

text: After the 2016 election of Donald Trump to the US presidency, reviewers noted the presence in "The Plot Against America" of a character who bears a resemblance to Trump. The cousin, Alvin, goes to work for a Jewish real-estate developer whose description closely matches Trump. Roth was interviewed in "The New Yorker" about similarities between his novel and the election of Trump. Roth responded, "It is easier to comprehend the election of an imaginary President like Charles Lindbergh than an actual President like Donald Trump. Lindbergh, despite his Nazi sympathies and racist proclivities, was a great aviation hero ... Trump is just a con artist."


title: The Plot Against America

text: On January 18, 2018, it was reported that "The Wire" creator David Simon would adapt a six-part mini-series adaptation of "The Plot Against America". The news was first announced in "New York Times" journalist Charles McGrath's interview with Roth, who noted that Simon had visited Roth, who stated he "was sure his novel was in good hands." Filming took place in Jersey City, New Jersey. It premiered on HBO on March 16, 2020.


title: Kermode bear

text: The Kermode bear, sometimes called the spirit bear ("Ursus americanus kermodei"), is a subspecies of the American black bear and lives in the Central and North Coast regions of British Columbia, Canada. It is the official provincial mammal of British Columbia and symbol of Terrace, British Columbia. While most Kermode bears are black, between 100 and 500 fully white individuals exist. The white variant is known as spirit bear, and is most common on three islands in British Columbia (Gribbell, Princess Royal, and Roderick), where they make up 10–20% of the Kermode population. Spirit bears hold a prominent place in the oral traditions of the indigenous peoples of the area. They have also been featured in a National Geographic documentary.


title: Kermode bear

text: The Kermode bear was named after Frank Kermode, former director of the Royal B.C. Museum, who researched the subspecies and was a colleague of William Hornaday, the zoologist who described it. Today, the name "Kermode" is pronounced as differing from the pronunciation of the Kermode surname, which originates on the Isle of Man ( ).


title: Kermode bear

text: White Kermode bears are not albinos, as they still have pigmented skin and eyes. Rather, a single, nonsynonymous nucleotide substitution in the "MC1R" gene causes melanin to not be produced. This mutant gene is recessive, so Kermode bears with two copies of this mutant, nonfunctional gene appear white, while bears with one copy or no copies appear black. Two black bears can mate and produce a white cub if both of these black bears are heterozygous, carrying one copy of the mutant "MC1R" gene, and both mutant genes are inherited by the cub. Additional genetic studies found that white Kermode bears breed more with white Kermode bears, and black Kermode bears breed more with black Kermode bears, in a phenomenon known as positive assortative mating. One hypothesis is that this happens because young bears imprint on their mother's fur colour.


title: Kermode bear

text: Kermode bears are omnivorous for most of the year, subsisting mainly on herbage and berries except during autumn salmon migrations, when they become obligate predators. During the day, white bears are 35% more successful than black bears in capturing salmon. Salmon evade large, black models about twice as frequently as they evade large white models, giving white bears an advantage in salmon hunting. The white fur of the bear is harder to spot under water by fish than black fur is, so the bear can catch fish more easily. On some islands, white Kermode bears have more marine-derived nutrients in their fur, indicating that white Kermode bears eat more salmon than the black Kermode bears.


title: Kermode bear

text: The "U. a. kermodei" subspecies ranges from Princess Royal Island to Prince Rupert, British Columbia, on the coast and inland toward Hazelton, British Columbia. It is known in the Tsimshianic languages as In the February 2006 Speech from the Throne, the Lieutenant Governor of British Columbia announced the government's intention to designate the Kermode, or spirit bear, as British Columbia's official animal. It was adopted as such in April of that year. A male Kermode bear can reach or more. Females are much smaller, with a maximum weight of . Straight up, it stands tall.


title: Kermode bear

text: Fewer than 400 white-coloured bears were estimated to exist in the coast area that stretches from Southeast Alaska southwards to the northern tip of Vancouver Island; about 120 inhabit the large Princess and Prince Royal Islands. The largest concentration of the white bears inhabits Gribbell Island, in the territory of the Gitgaʼata people.


title: Kermode bear

text: The bear's habitat was potentially under threat from the Enbridge Northern Gateway Pipelines, whose planned route would have passed near the Great Bear Rainforest. Indigenous groups including the Gitgaʼat opposed the pipeline. The Enbridge Northern Gateway pipeline was rejected by the federal government in 2016.


title: Kermode bear

text: Although the Kermode bear is not rare, considerable conservation efforts have been made to maintain the subspecies' population due to the bear's cultural significance. The main threats to the bear species include habitat destruction due to oil pipelines.


title: Kermode bear

text: The majority of the Kermode bears' protein intake is from salmon during the fall. Pipeline spills could cause damage to salmon populations by polluting ecosystems. Salmon are a keystone species and are important to the nutrient intake of both aqueous and terrestrial environments. The salmon contribute nutrients to water during spawning and contribute to the land with decomposition of their carcasses when predators, such as bears, scatter them throughout the forest. Until November 26, 2016, the greatest pipeline threat to the Great Bear Rainforest had been the Enbridge Northern Gateway Pipelines, but Canadian Prime Minister Justin Trudeau shut the project down after the First Nations took the Canadian government to court and won. Trudeau instead approved two different pipelines, the Kinder Morgan Trans Mountain Expansion Project and another Enbridge Pipeline, that have been deemed not to affect the British Columbia Coast or the Great Bear Rainforest.


title: Kermode bear

text: In 2012, the coastal First Nations banned trophy hunting of all bears in their territories in the Great Bear Rainforest. In 2017, after much public pressure to end the practice, the government of British Columbia banned the trophy hunting of grizzlies in the Great Bear Rainforest, but the hunting of black bears remains legal. A concern in regards to hunting is potential poaching. Grizzly bears also pose a threat to Kermode bear populations because of the decline of natural resources, especially salmon populations that are becoming subject to climate change and overfishing. Using noninvasive hair-line traps scientists tracked the movement of grizzlies across the coasts and rainforest. They found that grizzlies are moving into black bear and Kermode bear salmon feeding grounds more often. This disrupts the feeding of Kermode and other black bears, as they often retreat once grizzlies arrive.


title: Kermode bear

text: Spirit Bear Lodge is an ecolodge that provides bear sightseeing opportunities, provides education about British Columbia bears, and has stimulated the economy of the Klemtu Indian Reserve. The operators have complained about hunting, stating they have seen bear carcasses, and that hunting makes the bears more wary of humans and harder to spot.


title: Kermode bear

text: In October 2012, a Kermode bear, believed to be the first in captivity, became a resident of the British Columbia Wildlife Park in Kamloops. The yearling cub was found abandoned in northwestern British Columbia on the side of Terrace Mountain near Terrace. After two unsuccessful attempts to rehabilitate and release him back into the wild, the cub, now nicknamed Clover by handlers, was sent to the park when conservation officers decided that he was not a candidate for relocation. The park has plans to create a custom home for the bear, which escaped from his temporary enclosure once. Animal-rights group Lifeforce believed that the bear was healthy enough to survive on his own and that he should be relocated and released back into the wild. Provincial government wildlife officials maintained their position against attempting a long-distance relocation, stating that the risks outweighed the possible benefits, and , the bear remains in captivity.


title: PNS Ghazi

text: PNS/M "Ghazi (S–130) (previously USS "Diablo" (SS-479); reporting name: Ghazi"), , was a diesel-electric submarine, the first fast-attack submarine in the Pakistan Navy. She was leased from the United States Navy in 1963.


title: PNS Ghazi

text: She served in the United States Navy from 1945 to 1963 and was loaned to Pakistan under the Security Assistance Program (SAP) on a four-year lease after the Ayub administration successfully negotiated with the Kennedy administration for its procurement. In 1964, she joined the Pakistan Navy and saw military action in the Indo-Pakistani theatres in the 1965 and, later in the 1971 wars.


title: PNS Ghazi

text: In 1968 "Ghazi" executed a submerged circumnavigation of Africa and southern parts of Europe through the Indian Ocean to the Atlantic Ocean, due to the closure of the Suez Canal, in order to be refitted and updated at Gölcük, Turkey. The submarine could be armed with up to 28 Mk.14 torpedoes and had the capability of mine-laying added as part of her refit.


title: PNS Ghazi

text: Starting as the only submarine in the Indo-Pakistani war of 1965, "Ghazi" remained the Pakistan Navy's flagship submarine until she sank under mysterious circumstances near India's eastern coast while conducting naval operations en route to the Bay of Bengal. While the Indian Navy credits "Ghazi"s sinking to its destroyer , the Pakistani military oversights and reviews stated that "the submarine sank due to either an internal explosion or accidental detonation of mines being laid by the submarine off the Visakhapatnam harbour".


title: PNS Ghazi

text: In 2010 the Indian Navy destroyed all records of their investigations into this matter. Many believe this to be an attempt to falsify history. Nonetheless, Indian historians consider the sinking of "Ghazi" to be a notable event; as they have described the sinking as one of the "last unsolved greatest mysteries of the 1971 war."


title: PNS Ghazi

text: , a long-range fast-attack was launched on 1 December 1944, sponsored by the wife of U.S. Navy Captain V. D. Chapline on 31 March 1945 with Lieutenant Commander Gordon Graham Matheson as her first commanding officer.


title: PNS Ghazi

text: She was the only warship of the United States Navy to be named "Diablo", which means "devil" in Spanish. The submarine's assigned and issued insignia patch identified the caricature image of the devil running with a torpedo in the sea.


title: PNS Ghazi

text: After being commissioned at the Portsmouth Navy Yard on 31 March 1945, "Diablo" arrived at Pearl Harbor from New London, Connecticut on 21 July and sailed on her first war patrol on 10 August with instructions to stop at Saipan for final orders. With the ceasefire, her destination was changed to Guam where she arrived on 22 August 1945. On the last day of the month, she got underway for Pearl Harbor and the East Coast arriving at New York City on 11 October, except for a visit to Charleston, South Carolina in October where she remained at New York until 8 January 1946.


title: PNS Ghazi

text: From 15 January 1946 to 27 April 1949, "Diablo" was based in the Panama Canal Zone participating in fleet exercises and rendering services to surface units in the Caribbean Sea. From 23 August to 2 October 1947, she joined the submarines and for a simulated war patrol down the west coast of South America and around Tierra del Fuego. The three submarines called at Valparaíso, Chile, in September while homeward bound. "Diablo" sailed to Key West, Florida, for antisubmarine warfare exercises, from 16 November to 9 December 1947, and operated from New Orleans, Louisiana, for the training of naval reservists in March 1948.


title: PNS Ghazi

text: "Diablo" arrived at Naval Station Norfolk in Virginia, her new home port, on 5 June 1949, and participated in Operation Convex in 1951, and alternated training cruises with duty at the Sonar School at Key West. Her homeport became New London in 1952 and she arrived there 17 September to provide training facilities for the Submarine School.


title: PNS Ghazi

text: From 3 May to 1 June 1954, she was attached to the Operational Development Force at Key West for tests of new weapons and equipment. She participated in Operation Springboard in the Caribbean from 21 February to 28 March 1955, and continued to alternate service with the Submarine School with antisubmarine warfare and fleet exercises in the Caribbean and off Bermuda, as well as rendering services to the Fleet Sonar School and Operational Development Force at Key West. Between February and April 1959, she cruised through the Panama Canal along the coasts of Colombia, Ecuador, Peru, and Chile for exercises with South American navies. On 27 May 1960, she entered Philadelphia Naval Shipyard for an overhaul which continued until October 1960.


title: PNS Ghazi

text: The procurement and acquisition of "Ghazi" was a result of lengthy and complicated negotiation between the administrations of Pakistan and the United States.


title: PNS Ghazi

text: Since the 1950s the Pakistan Navy had been seeking to procure imported submarines, initially negotiating with the Royal Navy and subsequently also with the United States Navy.


title: PNS Ghazi

text: With Ayub administration improving relations with the Eisenhower administration in 1960, "Ghazi" was finally procured under the Security Assistance Program (SAP) authorized by the Kennedy administration on a four-year lease with an option of renewing or purchasing the submarine afterwards in 1963.


title: PNS Ghazi

text: "Ghazi" was the first submarine to be operated by a Navy in South Asia, becoming a serious threat to the Indian Navy. Contrary to popular perception, "Ghazi" technological feats were downgraded and extensively refitted its Fleet Snorkel under the Guppy program of the U.S. Navy at the Philadelphia Naval Dockyard, and was mostly unmodernized when she joined the services of Pakistan Navy. Naval historians had described "Ghazi" as an unarmed "clockwork mouse" used for training purposes. Nonetheless, the Indian Navy immediately was under the impression that it was militarized and an updated submarine that posed a serious threat.


title: PNS Ghazi

text: She was fitted with 14 vintage Mark-14 torpedoes which had the controversy and notoriety of its own during World War II. On 4 September 1964 she arrived at the Naval Dockyard in Karachi and joined the Navy as its first long-range fast-attack submarine. She was named and designated as "Ghazi" (lit. Holiest Warrior) by the Pakistan Navy in 1964.


title: PNS Ghazi

text: On 5 August 1965 war broke out between India and Pakistan as a result of a covert infiltration in Indian Kashmir. "Ghazi", was at that time under command of then-Commander Karamat Rahman Niazi, who would later ascend as a four-star admiral in the Navy. Other officers who served in "Ghazi" were then-Lieutenant-Commander Ahmed Tasnim (later promoted as Vice-Admiral), Sub-Lieutenant Fasih Bokhari, and Lieutenant Zafar Muhammad who would later command her, as a Commander, in 1971.


title: PNS Ghazi

text: She was the only submarine in the conflict arena that was deployed in the war theatre, with a mission scope of attacking only heavy and major warships of the Indian Navy. She only aided the tactical task force under the command of Commodore S.M. Anwar that launched a naval artillery battery on the Indian Air Force's radar station in Dwarka, Gujarat, India. She was also seeking , the only aircraft carrier, but did not detect her target during the entire conflict. On 9 September 1965 INS "Beas" made an unsuccessful depth charge attack in an attempt to make a contact with "Ghazi".


title: PNS Ghazi

text: On 17 September 1965 "Ghazi" made a surface contact and identified INS "Brahmaputra" and fired three World War II-era Mark 14 torpedoes and increased depth to evade counterattack. According to submarine war logs three distinct explosions were heard at about the time when the torpedoes should have impacted but "Brahmaputra" was not sunk, neither had it been hit since the warship did not release depth charges nor had it detected the Sonar Emissions of the Ghazi. No ships were sunk or damaged in the area and "Ghazi" safely reported back to base.


title: PNS Ghazi

text: Upon her return she won ten war awards including two decorations of "Sitara-e-Jurat", one "Tamgha-i-Jurat" and the President's citations and six Imtiazi Sanads while her commander, Cdr. K.R. Niazi was decorated with the Sitara-e-Jurat and chief petty officers were decorated with the Tamgha-i-Jurat. It is not known what "Ghazi"s target was or what the three mysterious explosions were since no inquiry report was ever submitted.


title: PNS Ghazi

text: After the war in 1965–66 an arms embargo was placed on both India and Pakistan, but was later waived by the United States, strictly based on the cash and carry method as "Ghazi" badly needing refitting. In 1967 the Navy applied to renew another four-year lease deal which was duly approved by the U.S. Navy and the U.S. Government but her material state and equipment continued to deteriorate. The Navy then signed a deal with the Turkish Navy for a refit and mid-life update that was to be carried out at Gölcük in Turkey – the only facility to update the "Tench"-class submarines.


title: PNS Ghazi

text: Because of the Six-Day War in the Middle East the Suez Canal was closed due to the Egyptian Navy's blockage in 1967, "Ghazi", under the command of Commander Ahmed Tasnim, had to execute a submerged circumnavigation in 1968 from Africa to Western Europe, which began from Karachi coast to Cape of Good Hope, South Africa and then through the Atlantic Ocean. It ended at the east coast of the Sea of Marmara where the Gölcük Naval Shipyard is located. Chief of Naval Staff Admiral S.M. Ahsan had arranged necessary refitting of "Ghazi"s computers at the Karachi Shipyard & Engineering Works (KSEW) with help of the local industry such as DESTO.


title: PNS Ghazi

text: During her submerged circumnavigation voyage she briefly stopped at Mombasa, Kenya for refueling and, in Maputo, Mozambique before making a farewell visit at Simon's Town, South Africa. After passing the Cape of Good Hope, she made another stopover at Luanda, Angola for victualing and continued her journey towards Western Europe to stopover at Toulon, France, where she was greeted by the French Navy. Her final stopover was at İzmir in Turkey and she continued submerged through the east coast of the Sea of Marmara to dock at the Gölcük Naval Shipyard, which was the only facility to upgrade the "Tench"-class based computers and other electromechanical equipment. It took her two months to complete her circumnavigation of Africa and Europe.


title: PNS Ghazi

text: Refitting and mid-life upgrading of her military computers reportedly cost ~$1.5 million ($11.1 million in 2015–16). The program started in March 1968 and completed in April 1970 and it is believed that the U.S-made ill-fitted World War II era Mk.14/Mk.10 naval mines were bought "secretly" from Turkey.


title: PNS Ghazi

text: Under the command of Lieutenant-Commander Yousaf Raza, "Ghazi" returned to Karachi coast after successfully completing the submerged circumnavigation of Africa which was taken in order to undergo a refitting program and mid-life updates of her military computers on 2 April 1970.


title: PNS Ghazi

text: In August 1971 the Indian Navy transferred INS "Vikrant", its aircraft carrier, to the Eastern Naval Command in Visakhapatnam, which forced the Pakistan Navy to adjust its submarine operations. Before 1971 there were several proposals made to the Ayub administration to strengthen the naval defence of East Pakistan, but none were made feasible and the Navy was in no position to mount a defence against approaching Indian naval advances. After the defection of Pakistan Navy's Bengali officers and sailors to India, the Eastern Command (Pakistan) was under intense pressure to counter the insurgency and the advance of the Indian Army towards East Pakistan on three fronts. The Yahya administration insisted the Navy attempt to reinforce the naval defence of the East while the Navy NHQ objected to the idea of deploying "Ghazi" in the total absence of a seaport, straying away from their original plan. Many senior commanders had felt that the deployment of "Ghazi" was highly dangerous and impossible to achieve by sending the obsolete submarine behind enemy lines but deployment came when it became apparent that war was inevitable.


title: PNS Ghazi

text: Prior to her deployment "Ghazi" continued to experience equipment failures and reportedly had aging issues. Since it was the only submarine of the Pakistan Navy and had the range and capability to undertake operations in the distant waters controlled by India, "Ghazi" was pressed into operation to destroy or damage "Vikrant". On 14 November 1971 she quietly sailed around the Indian peninsula from the Arabian Sea to the Bay of Bengal under the command of Zafar Muhammad, who commanded a submarine for the first time, with 10 officers and 82 sailors. "Ghazi" was on a two-fold mission: the primary goal was to locate and sink "Vikrant" and secondary was to mine India's eastern seaboard, which was to be fulfilled irrespective of the accomplishment of the first.


title: PNS Ghazi

text: Another problem faced by PNS Ghazi was the poor conditions of maintenance facilities at Chittagong port in East Pakistan.


title: PNS Ghazi

text: The mysterious sinking of "Ghazi" took place on 4 December 1971 during its hunt to find "Vikrant" and/or during the minelaying mission on the Visakhapatnam Port, Bay of Bengal. The cause of the sinking is still unknown, and Indian and Pakistani sources have different views.


title: PNS Ghazi

text: On 16 November she was in contact with the Navy NHQ and Commander Khan charted the coordinates that reported that she was off Bombay. On 19 November she was off to Sri Lanka and entered the Bay of Bengal on 20 November 1971. Around this time the Top Secret files were opened as instructed and the hunt for "Vikrant" began on 23 November and "Ghazi" was off to Madras where reportedly the Indian aircraft carrier was stationed, but she was 10 days late and "Vikrant" was now actually somewhere near the Andaman Islands. Unable to detect her target, "Ghazi"s commanders became disillusioned about their hunt for "Vikrant" and turned back to Visakhapatnam to start laying mines off the harbour with a confidence that it would take a swipe at "Vikrant" or at least bottle up the Indian Navy's heavy units clustered in this major Indian naval base on the night of 2–3 December 1971."


title: PNS Ghazi

text: On 1 December 1971, Vice Admiral Nilakanta Krishnan briefed Captain Inder Singh, the commanding officer of , that a Pakistani submarine had been sighted off the Sri Lankan coast and was absolutely certain that the submarine would be somewhere around Madras or Visakhapatnam. He made it clear that once "Rajput" had completed refueling she must leave the harbor with all navigational aids switched off.


title: PNS Ghazi

text: According to Indian claims at 23:40 on 3 December 1971, taking on board a pilot, "Rajput" moved through the channel to the exit from Visakhapatnam.


title: PNS Ghazi

text: At midnight, shortly after passing the entrance buoy, the starboard lookout reported a breaker on the surface of the water right on the nose. According to the Indian Navy's claims, Captain Singh changed the course at full speed across the specified point and ordered to drop two depth charges, which was done. The explosions were "stunning", and "Rajput" suffered a serious material concussion to its structure. However, visible results of this attack are not given. "Rajput" for some time surveyed the area dumping bombs, no longer found any contact — either visual or acoustic. A few minutes later the destroyer continued her way to the coast of East Pakistan (now Bangladesh).


title: PNS Ghazi

text: On the night of 4–5 December 1971, "Ghazi" sunk with all 93 servicemen on board (11 officers and 82 enlisted) under mysterious circumstances off the Visakhapatnam coast, allowing the Indian Navy to effect a naval blockade of East Pakistan.


title: PNS Ghazi

text: According to Indian DNI's director Rear-Admiral Mihir K. Roy, "Ghazi"s existence was revealed when a signal addressed to naval authorities in Chittagong was intercepted, requesting information on a lubrication oil only used by submarines and minesweepers.


title: PNS Ghazi

text: Indian Navy intelligence tracked "Ghazi" with a codename issued as "Kali Devi", and the Indian Navy began to realize that the Pakistanis would inevitably be forced to send their submarine "Ghazi" to the Bay of Bengal, as the sole ship which could operate in these waters.


title: PNS Ghazi

text: Vice Admiral Nilakanta Krishnan of the Eastern Naval Command had maintained that it was clear that Pakistan would have deployed "Ghazi" in the Bay of Bengal and a part of its plan was an attempt to sink the Indian aircraft carrier "Vikrant". At the same time concerted action was taken to disseminate misinformation designed to mislead the enemy about the true location of the aircraft carrier, and to foster confidence that the carrier was stationed at Visakhapatnam. In particular the D 41 Rajput was instructed to move from Vishakhapatnam to Madras, sending signals as if it were the "Vikrant".


title: PNS Ghazi

text: All these activities were apparently successful in deceiving "Ghazi" when on 25 November 1971, the Navy NHQ communicated with "Ghazi" that stated: "Intel indicates carrier in port".


title: PNS Ghazi

text: On 26 November 1971, "Ghazi" was expected to communicate with the Navy NHQ to submit its mission report but did not communicate with its base. The Navy NHQ repeatedly made frantic efforts to establish the communication and anxiety grew as days passed for her return to the base. Before the naval hostilities broke out, commanding officers had started worrying about "Ghazi"s fate but the Navy NHQ senior command had replied to their junior officers that several reasons could be attributed to the failure of the submarine to communicate.


title: PNS Ghazi

text: On 9 December, the Indian Navy issued a statement about the fate of "Ghazi." The first indication of "Ghazi"s fate came when a message from the Indian NHQ, claiming sinking of "Ghazi" on the night of 3 December, was intercepted. The Indian NHQ issued the statement a few hours before the loss of , and prior to launch of second missile attack on Karachi port.


title: PNS Ghazi

text: After the ceasefire in 1971, the Government of India undertook an investigation into the incident and immediately claimed that the submarine was sunk following the series of manoeuvres by the Indian Navy. A submarine rescue vessel, INS "Karanj" was sent to check the debris and India later built a "Victory at Sea Memorial" on the coast near where "Ghazi" was sunk. India credits the INS "Rajput" for sinking "Ghazi" and her crew were honored with gallantry awards for this event, but the actual details of "Ghazi"s sinking became unclear, as new narratives soon began to emerge after the war.


title: PNS Ghazi

text: The claim of sinking "Ghazi" has been the centre of controversy between the Indian authors, giving doubts in their theories of mysterious sinking of the submarine. With Commodore Ranjit Roy testifying that "very loud explosion effects were heard at the beach that came from underwater." Commodore Roy also concluded that "...at that time, how the "Ghazi" was sunk remained unclear as it does today."


title: PNS Ghazi

text: The official history of the Indian Navy, "Transition to Triumph", authored by retired Vice-Admiral G.M. Hiranandani, gave an exhaustive account of the sinking of "Ghazi". He quoted naval records and top naval officials who commanded operations on the eastern seafront as saying that INS "Rajput" was sent from Visakhapatnam to track down "Ghazi". The book also noted that the time of dropping of the charges, the explosion which was heard by the people of Visakhapatnam and that of a clock recovered from "Ghazi", matched. However, Admiral Hiranandani maintained that the submarine almost certainly suffered an internal explosion but its causes are debatable.


title: PNS Ghazi

text: Admiral Roy of India stated: "The theories propounded earlier by some who were unaware of the "ruse de guerre" (attempt to fool the enemy in wartime) leading to the sinking of the first submarine in the Indian Ocean gave rise to smirks from within our own (Indian) naval service for an operation which instead merited a "Bravo Zulu" (flag hoist for Well Done)".


title: PNS Ghazi

text: Admiral S. M. Nanda, Chief of Naval Staff of the Indian Navy during the conflict, stated : "In narrow channels, ships, during an emergency or war, always throw depth charges around them to deter submarines. One of them probably hit the "Ghazi". The blow-up was there, but nobody knew what it was all about until the fisherman found the life jacket".


title: PNS Ghazi

text: In 2003, the Indian Navy again sent its divers to overlook its investigation and the divers recovered some items including the war logs, official backup tapes from her computers, and mission files that were sent to the Eastern Naval Command of the Indian Navy. The divers who studied the wreckage confirmed that the submarine must have suffered an internal explosion which blew up its mines and torpedoes. Another theory suggests an explosion of hydrogen gas which built up inside the submarine while its batteries were being charged underwater.


title: PNS Ghazi

text: In 2010, Lieutenant-General J. F. R. Jacob of Eastern Command mentioned in an article that ""Ghazi" was destroyed in an accident in which Indian Navy was not involved. There were many opinions from authors of the Indian side who also shared this scepticism of the Indian Navy’s official stance." Jacob also stated in the article that the Indian Navy had no information about the sinking of "Ghazi" until they were informed by the local fishermen the next day.


title: PNS Ghazi

text: In 2010, it was reported that the Indian Navy had destroyed all records of the sinking of the submarine "Ghazi". Vice Admiral G. M. Hiranandani, who was tasked with writing the official history of the navy, said that he was unable to obtain any old files regarding "Ghazi" sinking. One of the retired navy officer who saw action in 1971 said that the destruction of the "Ghazi" papers and those of the army in Kolkata depicts the many instances when Indian war history has been deliberately falsified. He further stated that 'We have enough heroes. In fog of war, many myth and false hero may have been created and many left unsung'.


title: PNS Ghazi

text: In 2011, former Indian naval chief, Admiral Arun Prakash quoted in the national security conference that ["Ghazi"] had sunk under mysterious circumstances, "not by INS "Rajput" as originally claimed." Parkash later published an article in Indian media in 2021 in which he stated that PNS "Ghazi" sank due to an internal explosion.


title: PNS Ghazi

text: In 1972, the Hamoodur Rahman Commission (HRC) never carried out investigation into this incident despite its formation to assess the military and political failures of the country in the war of 1971.


title: PNS Ghazi

text: It was only on 10 February 1972, when the incident was officially recognised by the Government of Pakistan and then-President Zulfikar Bhutto met with the grieving families and loved ones of the officers and sailors who served in "Ghazi", and told them that they may have all perished due to this incident as many of the slain family members were pushing for repatriation to the Government of Pakistan as they were keeping the hope alive that they may have survived and rescued by India.


title: PNS Ghazi

text: The Naval Intelligence conducted its own investigations and its military oversights stated that "Ghazi" sank, when the mines it was laying, were accidentally detonated. Pakistani military oversights into this incident were not immediate. Instead, the Naval Intelligence took time to conclude its investigations that went on for several years. Over the decades, the military oversights were kept hidden and were not known to the public until when the Navy made an announcement over the completion of its insights into this incident. Following this announcement, Pakistan addressed the problems connecting the electromechanical failures, computer problems, and Mk.14 torpedoes' "circular deep running" once launched from the firing ship.


title: PNS Ghazi

text: Pakistan never accepted the theory from Indian Navy but provided its alternative insights into this disaster based on the investigations on the Mark 14 torpedoes and other vintage military equipment installed in "Ghazi". According to Pakistan Navy's investigation, there were two probable reasons connecting to this mishappening:


title: PNS Ghazi

text: Another theory from foreign experts, also favoured by Pakistan, is that the explosive shock waves from one of the depth charges set off the torpedoes and mines (some of which may have been armed for laying) stored aboard the submarine. The Navy NHQ counter-argued: "Ghazi" itself may have inadvertently passed over the mines during the mine laying operations; patrolling Indian vessels or Indian depth charges might also have tripped the count mechanism of one or more mines. Credibility is added to this story by the later discovery made by Indian Coast Guard divers in 2003, that the damaged parts of the submarine had been blown inside out.


title: PNS Ghazi

text: From information found in the investigation conducted on the cause of the loss of the American submarine USS "Cochino", it is possible that the lead-acid battery vented explosive hydrogen gas while charging underwater. Henceforth the hydrogen gas, if not properly vented, could have accumulated into an explosive concentration.


title: PNS Ghazi

text: In addition, the NI's investigations also exposed the deployment of "Ghazi" when it was indicated that there was no indication that "Ghazi's" crew had ever practiced with mines, and most of its crew including its commanding officer were relatively new to the submarine for the magnitude of this type of deployment. As opposed to the U.S. Navy service which had restricted to the personnel of 81, the "Ghazi" complement was about 93, the award, "Star of Courage", acknowledged that were there were 12 extra personnel aboard the boat at the time of its sinking. An increase in the sub's total complement would put a strain on the logistical capabilities of a patrol because it reduces its duration.


title: PNS Ghazi

text: In 2006, Pakistan, citing their evidences, rejected India's claim of sinking "Ghazi" and termed the claims as "false and utterly absurd".


title: PNS Ghazi

text: An independent testimony stems from an Egyptian naval officer who was at that time serving on an Egyptian submarine which was undergoing refit in the harbour. He has confirmed the occurrence of a powerful explosion in the vicinity of the harbor late at night. There were no naval ships, as reported by this officer, outside the harbor at that time and it was not until about an hour after the explosion that two Indian naval ships were observed leaving harbor.


title: PNS Ghazi

text: Some independent writers and investigators maintained "Ghazi" was sunk mysteriously not by two depth charges alone, "Ghazi" may have sunk either by the hydrogen explosion produced when the batteries were charging, or by the detonation of a mine, or either by the sea floor impact while trying to avoid the depth charge released by INS "Rajput".


title: PNS Ghazi

text: In 2012, Pakistani investigative journalists from "The Express Tribune" who were affiliated with the "Express News USA" based in Washington D.C. were able to get in touch with "Diablo" retired and now-aged former US Navy crew members who were allowed to study the sonar pictures and sketches of the sunken vessel where they believed that: "an explosion in the Forward Torpedo Room (FTR) destroyed the Ghazi." This view is also shared by Indian journalist Sandeep Unnithan, who specializes in military and strategic analysis.


title: PNS Ghazi

text: In 1972, both the United States and the Soviet Union offered to raise the submarine to the surface at their expense. The Government of India, however, rejected these offers and allowed the submarine to sink further into the mud off the fairway buoy of Visakhapatnam.


title: PNS Ghazi

text: In 2003, Indian Navy divers recovered a few items from the submarine and brought up six bodies of Pakistani servicemen when they blasted their way into the submarine. All six servicemen were given military honorary burial by the Indian Navy. Items recovered were the back-up tapes of the radar computers, war logs, broken windshield, top secret files, as well as one of the bodies of a petty officer mechanical engineer (POME) who had a wheel spanner tightly grasped in his fist. Another sailor had in his pocket a letter written in Urdu to his fiancée.


title: PNS Ghazi

text: In 1972, "Ghazi" and her serving officers as well as crew members were honoured with gallantry awards by the Government of Pakistan. After the war, President Richard Nixon forgave the remaining debt of "Ghazi" to Pakistan when the U.S. Navy's CNO Admiral Elmo Zumwalt visited Admiral Mohammad Shariff in Calcutta in 1972. In addition, she remained the first and to-date the only U.S.-built submarine to have served in the Pakistan Navy, although in successive years, only surface warships had been acquired through transfers from the United States as Pakistan worked towards building its own long-range submarines, the Agosta 90B, through a technology transfer from France.


title: PNS Ghazi

text: At the Naval Dockyard in Karachi, a 'Ghazi Monument' was built to perpetuate the memory of the submarine and its 93 men. In 1974, the naval base, , was commissioned and constructed in the memory of Commander Zafar Muhammad Khan that now serves as the headquarter for Northern Naval Command. In 1975, the Navy acquired the from the Portuguese Navy and named it "Ghazi" (S-134), in memory of PNS "Ghazi".


title: PNS Ghazi

text: Her loss to the Pakistan Navy through an accident was a watershed and a significant event, leading the Navy's engineering to the implementation of a rigorous submarine safety programme.


title: PNS Ghazi

text: In 1998, the Inter-Services Public Relations produced and released the film, "Ghazi Shaheed" which starred Shabbir Jan as commander of "Ghazi", and Mishi Khan as Commander's wife; the film is based on the events involving "Ghazi"s mission and the lives of men who served in "Ghazi". Another movie, "Untold Stories: Ghazi and Hangor" were sponsored and released by the ISPR to commemorate "Ghazi" and her crew during their missions in 1971. In 2017, an Indian film was based on this submarine attack named "The Ghazi Attack".


title: PNS Ghazi

text: In 2016, was commissioned where "Ghazi" was honoured and is a namesake of her first officer, Lt-Cdr. Pervez Hameed.


title: AM General

text: AM General is an American heavy vehicle and contract automotive manufacturer based in South Bend, Indiana. It is best known for the civilian Hummer and the military Humvee that are assembled in Mishawaka, Indiana. For a relatively brief period, 1974–1979, the company also manufactured transit buses, making more than 5,400 of them.


title: AM General

text: AM General traces its roots to the Standard Wheel Company of Terre Haute, Indiana, which expanded in 1903 to include the Overland Automotive Division. In 1908, John North Willys purchased the Overland company, then based in Indianapolis, Indiana, and renamed it Willys-Overland Motors. In the 1940s, as Willys, it collaborated with Ford to develop a vehicle to US Army specifications. It then mass-produced that vehicle as "America's first four-wheel-drive, one-fourth-ton, tactical utility truck"—the Jeep of World War II fame. In 1953, Kaiser Motors purchased Willys-Overland, changing its name first to Kaiser-Willys Motor Company, and in 1963, to Kaiser-Jeep Corporation. In 1970, it was purchased by American Motors Corporation (AMC). In July 2020, KPS Capital Partners acquired the company.


title: AM General

text: In 1964, Kaiser-Jeep purchased the Studebaker facilities on Chippewa Avenue in South Bend, Indiana, which included Studebaker's "General Products Division", along with its substantial defense contracts.


title: AM General

text: At the time, Kaiser had been awarded a US$87 million Army truck contract, and under government pressure, agreed to perform the work at the South Bend plant it had recently acquired from Studebaker.


title: AM General

text: American Motors Corporation (AMC) purchased the Jeep Corporation from Kaiser in 1970 when Kaiser decided to leave the auto business.


title: AM General

text: In 1971, AMC made the General Products Division of Jeep (producing military trucks as well as contract and non-commercial vehicles) a wholly owned subsidiary and renamed it AM General Corporation.


title: AM General

text: American Motors ceased to function as an independent automaker in 1982 when a controlling interest was purchased by Renault.


title: AM General

text: US government regulations at that time forbade ownership of defense contractors by foreign governments—and Renault was partially owned by the French government.


title: AM General

text: In 1983, LTV Corporation bought AM General and established it as a wholly owned subsidiary. In 1984, its headquarters moved from the American Motors AMTEK Building in Detroit, Michigan, to Livonia, Michigan, and two years later to South Bend, Indiana, where primary manufacturing operations were located.


title: AM General

text: In 1992, AM General was sold to Renco Group, which in 2002 converted it to a limited liability company.


title: AM General

text: In 1992 AM General began marketing the HMMWV to the civilian market under the Hummer brand. In 1999, GM acquired the rights to the brand and continued production of the original civilian Hummer as the H1 until June 2006.


title: AM General

text: The Hummer H2 went on the market in 2002, and was produced until January 2009. It was designed and marketed by GM, but manufactured by AM General at the Mishawaka plant. AM General did not build the H3 model.


title: AM General

text: GM was sued early in 2003 by DaimlerChrysler, owners of the Jeep brand, for the resemblance of the Hummer's seven-slot grille to Jeep's. The lawsuit was dismissed after acknowledgment of the shared corporate history of AMC and Jeep. GM in turn sued boutique automaker Avanti Motor Corporation of Cancun, Mexico after it introduced the Studebaker XUV at the Chicago Auto show in 2002. GM said Avanti infringed on the Hummer looks by planning a vehicle that closely resembled the Hummer. It seemed the AM General Hummer line had gone full circle back to the original Studebaker General Products Division which was responsible for all military contracts.


title: AM General

text: On August 20, 2004, it was announced that Ronald Perelman's MacAndrews & Forbes company would form a joint venture with AM General's then-owner, Renco Group, to give Perelman 70% ownership. The deal reportedly cost close to US$1 billion.


title: AM General

text: In 2008, AM General and the Vehicle Production Group (VPG), of Troy, Michigan, announced that contracts had been signed for AM General to begin producing purpose-built taxi-cabs in 2009. Actual production would not begin until October 2011. The first vehicle off the line was presented to Marc Buoniconti, a former linebacker for The Citadel who was partially paralyzed in 1985.


title: AM General

text: In May 2010, Azure Dynamics announced it had chosen AM General to assemble its electric drivetrain for Ford Transit Connect vehicles for the North American market at its Livonia, Michigan, factory.


title: AM General

text: In September 2013, AM General reached an agreement to purchase the United States Department of Energy's secured loan to the Vehicle Production Group (VPG). Prior to this, AM General acted as the sole vehicle assembler for VPG. As a result of this transaction, AM General created a wholly owned company, Mobility Ventures LLC, to operate the Mobility Vehicle-1 (MV-1) business and receive all VPG assets.


title: AM General

text: In 2015, production of the Mercedes-Benz R-Class began at the Mishawaka assembly plant. Without this deal, "the German automaker would likely have had to shut down production of the vehicle, currently only sold in China." Production ended in October 2017.


title: AM General

text: AM General submitted a prototype to become the United States Postal Service's Next Generation Delivery Vehicle, but their entry was not chosen.


title: AM General

text: Another familiar product from the AM General line was the Jeep DJ-5 series—a purpose-built "Dispatch Jeep" 2-wheel drive (RWD) version of the Jeep CJ-5—used in huge numbers as a right-hand drive mail delivery vehicle by the United States Postal Service.


title: AM General

text: The AM General Metropolitan buses were manufactured for city transit use from 1974 until 1979, producing a total of 5,431 buses (including 219 electric trolley buses). The Metropolitan was built under a 1971 agreement with Flyer Industries of Winnipeg, Manitoba; AM General licensed the rights to build and market the Western Flyer D700 for the US market. The D700 itself was similar in design to the contemporaneous GM New Look buses. The front end of the D700 was restyled and thus the resulting Metropolitan was not simply a Flyer design built under license but rather a jointly designed vehicle. Flyer later adopted the design changes for its own line as the models D800 and E800. Buses were built in lengths of either or , and widths of or . The model numbers reflected the chosen dimensions; for example, model "10240" indicated a 102-inch wide, 40-foot long bus. Suffixes "A" or "B" were used for later models to indicate certain options. In total, 3,571 40-foot diesel buses and 1,641 35-foot diesel buses were produced.


title: AM General

text: In 1977–1979, AM General also worked under a partnership with MAN of Germany to build SG 220 articulated buses for US transit systems. MAN fabricated the bodyshells in Germany and shipped them to the US for AM General for final assembly. Two different lengths were offered, and ; 93 buses were built to the shorter length while the rest were 60 feet long. By October 1978, the company discontinued bus production with the last unit completed in March 1979. The total number built was just under 400 (392 or 399), the largest group by far being 150 for Seattle's Metro Transit. MAN subsequently set up its own factory for US production in Cleveland, North Carolina.


title: AM General

text: Production of complete motor buses (and of any two-axle motor buses) had ended in 1978 and aside from the fitting-out of the last articulated MAN shells, the only production in 1979 was two batches of trolleybuses (and the only such vehicles ever built by the company). These were all vehicles, model 10240T: 110 trackless trolleys for the Philadelphia trolleybus system, operated by SEPTA; and 109 for the Seattle trolleybus system, operated by Metro Transit (now King County Metro). One of the latter has been preserved since its retirement in 2003 by King County Metro (see King County Metro fleet).


title: AM General

text: In 1979, AM General began preliminary design work on the M998 Series High Mobility Multi-Purpose Wheeled Vehicle (HMMWV, pronounced Humvee), a 1.25-ton truck intended to replace the M151 and other Light Utility Vehicles. The US Army awarded AM General a prototype contract in 1981 with development and operational testing conducted over a five-month period in 1982. In March 1983, AM General won an initial $1.2 billion contract to produce 55,000 Humvees to be delivered in five basic models and 15 different configurations over a five-year period.


title: AM General

text: Production began at the Mishawaka, Indiana, assembly plant in the fall of 1984 and the first deliveries were made in early 1985. The total international production by mid-1991 was more than 72,000. Since 1991, an additional 20,000 HMMWVs ordered brought total international production to 100,000 in March 1995.


title: AM General

text: Late in 2000, AM General was awarded another contract for 2,962 M998A2 series trucks. The contract contained six single-year options running to the fiscal year 2007 and continues to be renewed. Nearly 250,000 units have been produced.


title: AM General

text: Humvees feature full-time four-wheel drive, an independent suspension, steep approach and departure angles, 60-percent grade ability and of ground clearance. More recent production models include the M1151, M1152, M1165, and M1167. As of 2015, Humvees are in use by the US Army, Marine Corps, Air Force, and Navy. The combined fleet numbers 140,000. More than 50 nations have bought these vehicles.


title: AM General

text: The Humvee's replacement, a completely new Joint Light Tactical Vehicle (JLTV) design, has been in production by Oshkosh Corporation since 2016. AM General was unsuccessful in its bid for this $30-billion 25-year contract, and it is now focused on military Humvee support (they still outnumber JLTVs by three to one) and development of a new ambulance model.


title: AM General

text: AM General also acquired Department of Defense contracts for medium and heavy trucks, including the M151 series, 2 1/2 ton M35 series, and 5 ton M809 series in the 1970s then the M939 series in the 1980s.


title: AM General

text: In 2005, AM General was contracted to take over militarization, sales, and marketing of LSSV vehicles.


title: A. R. Reihana

text: Raihanah" (also known as Rayhanah) "is an Indian playback singer and composer for films. She is the sister of A. R. Rahman and mother of G. V. Prakash Kumar and Bhavani Sree. Her first song being "Malle Malle" from the movie Chocolate for which the composer was music director Deva and produced by Madesh and directed by Venkatesh. She collaborated with A. R. Rahman on a song for the score of the award-winning Kannathil Muthamittal in 2005. The most recent song she has sung is "Saarattu Vandiyila" from Kaatru Veliyidai for which the director is Maniratnam. She also sang "Balleilakka" along with S.P.Balasubramanium and Benny Dayal in the movie Sivaji. She has also sung various songs in Kannada and Telugu. She has composed for more than 6 tamil movies and has composed one song in a Malayalam movie "Vasanthathinde kanal vazhigalil". She has composed jingles for various brands, like Madhurai Kumaran Silks, Suguna motors, Dazzler nail polish etc. She is the goodwill ambassador of a youth-based social organization called Raindropss


title: Neeraj Madhav

text: Neeraj Madhav (born 26 March 1990), also known by his stage name NJ is an Indian actor, rapper and dancer who predominantly works in Malayalam films. Neeraj is most popular for his role as Moosa Rehman in the Amazon prime web series "The Family Man".


title: Neeraj Madhav

text: He is also known for his roles in "Drishyam" (2013), "1983" (2014), "Sapthamashree Thaskaraha" (2014), "Oru Vadakkan Selfie" (2015), "Adi Kapyare Kootamani" (2015), "Oru Mexican Aparatha" (2017).


title: Neeraj Madhav

text: Neeraj is a native of Calicut district in Kerala. He did his schooling from St. Joseph's Boys' Higher Secondary School, Calicut. Then graduated in Visual communications from SRM Institute of Science and Technology, Kanchipuram and later did post-graduation in Theatre from School of Drama and Fine Arts, Thrissur. His father Dr. K. Madhavan is a veterinarian, and his mother Latha, a teacher.


title: Neeraj Madhav

text: The young talent started off as a dancer with the first edition of reality television programme ‘Super Dancer’ on Amrita TV and made it to the final round. Neeraj is also a trained Bharatanatyam dancer, having learned it under Kalamandalam Saraswathy and her daughter, Aswathy. He is also trained in chenda and is a disciple of Kalanilayam Udayan Namboodiri.


title: Neeraj Madhav

text: Neeraj has a younger brother Navneeth Madhav, another dancer turned actor in the family. He has acted in films such as "Shikkar", "Kottarathil Kutty Bhootham","Nallavan" and "Manikyakkallu" and TV series such as "Kuttichathan".


title: Neeraj Madhav

text: Neeraj made his entry to the Malayalam cinema industry through Raaj Prabavathy Menon's "Buddy" into which he was selected through an audition. He was later noticed by director Jeethu Joseph and was invited to be a part of his movies "Memories" and "Drishyam", both turned out to be box office successes, with the latter becoming the highest-grossing Malayalam film ever. Meanwhile, Neeraj also acted in Abrid Shine's "1983" and Sathyan Anthikad's "Oru Indian Pranayakadha".


title: Neeraj Madhav

text: Anil Radhakrishnan Menon's "Sapthamashree Thaskaraha" - the story of seven thieves in which Neeraj plays one of the lead characters alongside Prithviraj, Anoop Kannan's Homely Meals and "Apothecary (film)" - a medical drama directed by Madhav Ramadasan are also other noted performances of the actor.


title: Neeraj Madhav

text: Neeraj also debuted as an official choreographer through "Oru Vadakkan Selfie", scripted by Vineeth Sreenivasan, with the fun song "Enne thallendammava". His other releases in 2015 also include "Jamna Pyari", "Kunjiramayanam", "Madhura Naranga", "KL.10 Pathu", "Charlie" and "Adi Kapyare Kootamani".


title: Neeraj Madhav

text: The movie "Oozham", which has Prithviraj in the lead, has Neeraj in a full-length role. Neeraj also portrayed a pivotal role in Tom Emmatty's "Oru Mexican Aparatha".


title: Neeraj Madhav

text: Neeraj debuted as a screenplay writer through the movie "Lavakusha" in 2017 and also played one of the title characters in this along with Aju Varghese.


title: Neeraj Madhav

text: Neeraj plays his first lead role in the movie "Paippin Chuvattile Pranayam". It was directed by debutant Domin D'Silva. He portrays Govindankutty, a daily wage laborer in this movie.


title: Neeraj Madhav

text: In 2019, Neeraj starred as the main antagonist, Moosa Rehman in the web series titled "The Family Man". This action-drama series by Amazon Prime Video is helmed and produced by director duo Raj and DK. The series also stars Manoj Bajpayee, Priyamani and Kishore in major roles.


title: Neeraj Madhav

text: Neeraj is the son of Dr. K. Raghavan and Latha Madhavan. He married his long time girlfriend Deepthi on April 2, 2018, who is also a native of Kozhikode. The couple has a daughter born in 2021.


title: Ford Cologne V6 engine

text: The original Ford Cologne V6 is a series of 60° cast iron block V6 engines produced continuously by the Ford Motor Company in Cologne, Germany, since 1965. Along with the British Ford Essex V6 engine and the U.S. Buick V6 and GMC Truck V6, these were among the first mass-produced V6 engines in the world.


title: Ford Cologne V6 engine

text: During its production run, the Cologne V6 has evolved through engine displacements of 1.8, 2.0, 2.3, 2.4, 2.6, 2.8, 2.9, and 4.0 litres. All except the Cosworth 24v derivative and later 4.0 litre SOHC engines were pushrod overhead-valve engines, with a single camshaft between the banks.


title: Ford Cologne V6 engine

text: Originally, the Cologne V6 was installed in vehicles intended for Germany and Continental Europe, while the unrelated British Essex V6 was used in cars for the British market. Later, the Cologne V6 largely replaced the Essex V6 for British-market vehicles. These engines were also used in the United States, especially in compact trucks.


title: Ford Cologne V6 engine

text: The Cologne V6 was designed to be compatible in installation with the Ford Taunus V4 engine, having the same transmission bolt pattern, the same engine mounts, and in many versions, a cylinder head featuring "siamesed" exhaust passages, which reduced the three exhaust outlets down to two on each side. The latter feature was great for compatibility, but poor for performance. The 2.4, 2.8 (in U.S.), 2.9, and 4.0 had three exhaust ports, making them preferable.


title: Ford Cologne V6 engine

text: The smallest version of the V6 was the with a bore and stroke. Its output was and . Its only application was the Ford 17M P7 from 1968 to 1971.


title: Ford Cologne V6 engine

text: The first enlargement of the V6 appeared in 1967. It was the with a bore and stroke. Output was (black/grey valve cover) and or and in SuperHighCompression


title: Ford Cologne V6 engine

text: The was used only in Europe. Like the 2.9 L version, the camshaft is chain-driven, it has fuel injection system (EFI) and Ford's EEC-IV engine management. Bore and stroke is . Power output is at 5800 rpm and torque at 3500 rpm.


title: Ford Cologne V6 engine

text: The largest first-generation V6 was the introduced in 1969. It had a bore and stroke. Output was and .


title: Ford Cologne V6 engine

text: A special high-performance version had with a bore and stroke. With fuel injection, it produced and . It was the only first-generation engine with fuel injection. Its only application was the Ford Capri RS 2600 where it was used from 1970 to 1973 when it was replaced with the RS 3100. Weslake developed a racing version of the engine, bored to to give of displacement and producing in excess of .


title: Ford Cologne V6 engine

text: The second-generation Cologne V6 was introduced in 1974. It displaced with a bore and stroke of , and used a geared camshaft design. While based on the 2.6, the larger bore necessitated a different block. The European version used a "siamesed" two-port exhaust manifold, similar to the one used on the V4, while the American version used three-port heads. The European approach was useful in that existing cars with the V4 engine could be upgraded with relative ease. Output was rated at for the US market and for the European market, depending on the model.


title: Ford Cologne V6 engine

text: In Europe, the 2.8 was produced with carburetor , mechanical fuel injection (Bosch K-Jetronic, , and electronic injection (Ford EEC-IV, ). Electronic injection only featured on the 2.8 Granada models for one year before being replaced with the 2.9 unit.


title: Ford Cologne V6 engine

text: Tuning options are very limited with the Bosch K-Jetronic models. The siamesed inlet and exhaust ports of the 2.8 only respond well to forced induction or an overbore; normal tuning will yield only minor power results. The MFI 2.8 Cologne (Capri/Sierra 2.8i) uses a very restricted induction setup, and no open air kit is available due to this.


title: Ford Cologne V6 engine

text: Ford offered a limited run of approximately 150 "Capri turbos" with turbocharged 2.8 engines. These engines displayed RS badging and used a productionized version of an existing aftermarket kit offered by a Ford dealer in Germany.


title: Ford Cologne V6 engine

text: TVR Tasmin/280i used the Cologne 2.8 with Bosch K-Jetronic fuel injection, as did the early TVR 'S' series in 2.8 and revised 2.9 efi injection form.


title: Ford Cologne V6 engine

text: The 2.9 L shares the same basic design as the 2.8 L model, bar a few subtle differences. The camshaft is chain-driven rather than gear driven, so it rotates in the same direction as the crankshaft. The arrangement of the exhaust valves is different, eliminating the "hot-spot" that existed on the 2.8 L model. The cylinder heads also sport a more conventional three-port exhaust manifold. Output was rated at at 4600 rpm and at 2600 rpm for the light trucks (1986–92 Ranger and 1986–90 Bronco II) and at 4800 rpm for the Merkur Scorpio in the US market and for the European market. Bore and stroke was for a total displacement of .


title: Ford Cologne V6 engine

text: In Europe, this engine was commonly fitted with the Bosch L-Jetronic fuel-injection system, married to Ford's EEC-IV engine management. Because of this difference over the 2.8 L model, this version was a more popular candidate for aftermarket modification (typically turbocharging) from companies such as Janspeed and Turbo Technics.


title: Ford Cologne V6 engine

text: A special twin DOHC (QUAD CAM) version of the 2.9 was created by Cosworth Engineering in 1991. Although it shared the same block as the standard 2.9, power output was up to and torque was boosted to at 4500 rpm. This engine (code BOA) was used in the Ford Scorpio Cosworth 24V. This engine configuration was only paired with an improved A4LDe automatic gearbox with partial electronic shift control. No manual gearbox was offered from the factory.


title: Ford Cologne V6 engine

text: The standard Ford-issued block was machined differently to improve strength. In place of the single-cam arrangement, an endless duplex hydraulically tensioned timing chain was used to drive the overhead cams. The chain measured . The casting and bearings for the standard underhead cam were repurposed for a shaft which drove the oil pump. Ignition was controlled by an EDIS-6 system, which would become a standard feature.


title: Ford Cologne V6 engine

text: The engine was known for its substantial increase in power delivery above 4000 rpm relative to the unmodified version; in recent years, the engine has become a popular choice as a replacement engine for the Ford Sierra XR4x4 and XR4i.


title: Ford Cologne V6 engine

text: An improved version of this engine (code BOB) was available in the restyled 1995 Ford Scorpio. Differences included two simplex chains with two hydraulic tensioners and the addition of a variable-length intake system called VIS. Power output was increased to . This was mated to a fully electronically controlled A4LDE automatic transmission.


title: Ford Cologne V6 engine

text: The pushrod , with a bore and stroke version, although produced in Cologne, Germany, was only fitted to American vehicles. The OHV engine was produced until 2000 and was used in the Ford Explorer, Ford Aerostar, Mazda B4000, and Ford Ranger. Output was and . Though some variation exists, typically is quoted as horsepower for 1990–92 applications.


title: Ford Cologne V6 engine

text: The SOHC version was introduced in 1997 in the Ford Explorer, alongside the original pushrod version. It features a variable length intake manifold and produces and . (The variable length intake manifold was discontinued in 1998, replaced by a standard intake.) It uses a jackshaft in place of a camshaft to drive a timing chain to each cylinder head. Three timing chains are used, one from the crank to the jackshaft, one in the front of the engine to drive the cam for the left bank, and one on the back of the engine to drive the cam for the right bank. In addition, the 4WD Ranger with the SOHC 4.0 had a 4th timing chain driving what Ford called a balance shaft. Ford has since phased out the engine in favor of the more powerful and efficient Duratec 37.


title: Ford Cologne V6 engine

text: The 4.0 SOHC engine was notorious for the OEM timing chain guides and tensioners breaking, resulting in timing chain rattle or "death rattle". This problem can occur as early as in some vehicles. When the engine is run for an extended period of time with this issue the engine can jump timing, damaging the heads and valves.


title: Ford Cologne V6 engine

text: Timing chain rattle was mitigated in later years of the SOHC (in most vehicles, after 2002) with updated cassettes and tensioners. This problem occurs with varying frequency among some Ford vehicles equipped with the SOHC engine including the Ford Mustang, Ford Explorer, and Ford Ranger. The 4.0 OHV was not affected by this issue.


title: Ford Cologne V6 engine

text: A version of the engine is used in the Land Rover LR3 and Ford Courier in Australia and Canada, producing and of torque at 3,000 rpm. The Land Rover version of the engine became unavailable in the United States for the 2008 model year.


title: Ford Cologne V6 engine

text: Explorer Express has also developed a series of Eaton Roots-type supercharger systems producing from of boost for the 4.0 engine. As well, Moddbox produces a kit to adapt an Eaton M90 supercharger originally from a Thunderbird Super Coupe to the 4.0 SOHC engine.


title: Ford Cologne V6 engine

text: A limited number of 24V BOA/BOB's have forced induction also a racing version of BOA called, BOE (naturally aspirated):


title: Ford Cologne V6 engine

text: In 1991 increased capacities for the 2.8 and 2.9 engines (3.5 and 3.7 litres, respectively), were first developed and introduced by D.P. Davies and sold by his company, VeeTech Engineering now RND Engineering in the UK.


title: Ford Cologne V6 engine

text: Two companies still produce large capacity conversions on the 2.8 & 2.9: Power Engineering and Specialised Engines.


title: Electronic stability control

text: Electronic stability control (ESC), also referred to as electronic stability program (ESP) or dynamic stability control (DSC), is a computerized technology that improves a vehicle's stability by detecting and reducing loss of traction (skidding). When ESC detects loss of steering control, it automatically applies the brakes to help steer the vehicle where the driver intends to go. Braking is automatically applied to wheels individually, such as the outer front wheel to counter oversteer, or the inner rear wheel to counter understeer. Some ESC systems also reduce engine power until control is regained. ESC does not improve a vehicle's cornering performance; instead, it helps reduce the chance of the driver losing control of the vehicle.


title: Electronic stability control

text: According to the U.S. National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety in 2004 and 2006 respectively, one-third of fatal accidents could be prevented by the use of the technology. In Europe the electronic stability program has saved an estimated 15,000 lives. ESC has been mandatory in new cars in Canada, the US, and the European Union since 2011, 2012, and 2014, respectively. Worldwide, 82 percent of all new passenger cars feature the anti-skid system.


title: Electronic stability control

text: In 1983, a four-wheel electronic "Anti-Skid Control" system was introduced on the Toyota Crown. In 1987, Mercedes-Benz, BMW and Toyota introduced their first traction control systems. Traction control works by applying individual wheel braking and throttle to maintain traction under acceleration, but unlike ESC, it is not designed to aid in steering.


title: Electronic stability control

text: In 1990, Mitsubishi released the Diamante in Japan. It featured a new electronically controlled active trace & traction control system. Named TCL when it first entered the market, the system evolved into Mitsubishi's modern Active Skid and Traction Control (ASTC) system. Developed to help the driver maintain the intended line through a corner; an onboard computer monitored several vehicle operating parameters through various sensors. When too much throttle had been used when taking a curve, engine output and braking were automatically regulated to ensure the proper line through a curve and to provide the proper amount of traction under various road surface conditions. While conventional traction control systems at the time featured only a slip control function, Mitsubishi's TCL system had an active safety function, which improved course tracing performance by automatically adjusting the traction force (called "trace control"), thereby restraining the development of excessive lateral acceleration while turning. Although not a ‘proper’ modern stability control system, trace control monitors steering angle, throttle position and individual wheel speeds, although there is no yaw input. The TCL system's standard wheel slip control function enabled better traction on slippery surfaces or during cornering. In addition to the system's individual effect, it also worked together with the Diamante's electronically controlled suspension and four-wheel steering to improve total handling and performance.


title: Electronic stability control

text: BMW, working with Bosch and Continental, developed a system to reduce engine torque to prevent loss of control and applied it to most of the BMW model line for 1992, excluding the E30 and E36. This system could be ordered with the winter package, which came with a limited-slip differential, heated seats, and heated mirrors. From 1987 to 1992, Mercedes-Benz and Bosch co-developed a system called "Elektronisches Stabilitätsprogramm" ("Electronic Stability Program", trademarked as ESP) to control lateral slippage.


title: Electronic stability control

text: In 1995, three automobile manufacturers introduced ESC systems. Mercedes-Benz, supplied by Bosch, was the first to implement ESP with their Mercedes-Benz S 600 Coupé. Toyota's Vehicle Stability Control (VSC) system appeared on the Toyota Crown Majesta in 1995.


title: Electronic stability control

text: General Motors worked with Delphi Automotive and introduced its version of ESC, called "StabiliTrak", in 1996 for the 1997 model year on select Cadillac models. StabiliTrak was made standard equipment on all GM SUVs and vans sold in the U.S. and Canada by 2007, except for certain commercial and fleet vehicles. While the StabiliTrak name is used on most General Motors vehicles for the U.S. market, "Electronic Stability Control" is used for GM's overseas brands, such as Opel, Holden and Saab, except in the cases of Saab's 9-7X and 9-4X (which also use the StabiliTrak name).


title: Electronic stability control

text: The same year, Cadillac introduced an integrated vehicle handling and software control system called the Integrated Chassis Control System (ICCS), on the Cadillac Eldorado. It involves an omnibus computer integration of engine, traction control, Stabilitrak electronic stability control, steering, and adaptive continuously variable road sensing suspension (CVRSS), with the intent of improving responsiveness to driver input, performance, and overall safety, similar to Toyota/Lexus Vehicle Dynamics Integrated Management.


title: Electronic stability control

text: In 1997, Audi introduced the first series production ESP for all-wheel drive vehicles (Audi A8 and Audi A6 with quattro (four-wheel drive system)). In 1998, Volvo Cars began to offer their version of ESC called Dynamic Stability and Traction Control (DSTC) on the new Volvo S80. Meanwhile, others investigated and developed their own systems.


title: Electronic stability control

text: During a moose test, Swedish journalist Robert Collin of "Teknikens Värld" rolled a Mercedes A-Class (without ESC) at 78 km/h in October 1997. Because Mercedes Benz promoted a reputation for safety, they recalled and retrofitted 130,000 A-Class cars with firmer suspension and sportier tyres; all newly produced A- class featured ESC as standard along with the upgraded suspension and wheels. This produced a significant reduction in crashes, and the number of vehicles with ESC rose. The availability of ESC in small cars like the A-Class ignited a market trend; thus, ESC became available for all models (whether standard or as an option).


title: Electronic stability control

text: Ford's version of ESC, called AdvanceTrac, was launched in the year 2000. Ford later added Roll Stability Control to AdvanceTrac which was first introduced in the Volvo XC90 in 2003. It has been implemented in many Ford vehicles since.


title: Electronic stability control

text: Ford and Toyota announced that all their North American vehicles would be equipped with ESC standard by the end of 2009 (it was standard on Toyota SUVs as of 2004, and after the 2011 model year, all Lexus, Toyota, and Scion vehicles had ESC; the last one to get it was the 2011 model-year Scion tC). However, as of November 2010, Ford still sold models in North America without ESC. General Motors had made a similar announcement for the end of 2010.


title: Electronic stability control

text: The market for ESC is growing quickly, especially in European countries such as Sweden, Denmark, and Germany. For example, in 2003 in Sweden the purchase rate on new cars with ESC was 15%. The Swedish road safety administration issued a strong ESC recommendation and in September 2004, 16 months later, the purchase rate was 58%. A stronger ESC recommendation was then given and in December 2004, the purchase rate on new cars had reached 69% and by 2008 it had grown to 96%. ESC advocates around the world are promoting increased ESC use through legislation and public awareness campaigns and by 2012, most new vehicles should be equipped with ESC.


title: Electronic stability control

text: In 2009, the European Union decided to make ESC mandatory. Since November 1, 2011, EU type approval is only granted to models equipped with ESC. Since November 1, 2014, ESC has been required on all newly registered cars in the EU.


title: Electronic stability control

text: The NHTSA required all new passenger vehicles sold in the US to be equipped with ESC as of the 2012 model year, and estimated it will prevent 5,300–9,600 annual fatalities. A similar requirement has been proposed for new trucks and buses, but it has not yet been finalized.


title: Electronic stability control

text: During normal driving, ESC continuously monitors steering and vehicle direction. It compares the driver's intended direction (determined by the measured steering wheel angle) to the vehicle's actual direction (determined through measured lateral acceleration, vehicle rotation, and individual road wheel speeds).


title: Electronic stability control

text: ESC intervenes only when it detects a probable loss of steering control, such as when the vehicle is not going where the driver is steering. This may happen, for example, when skidding during emergency evasive swerves, understeer or oversteer during poorly judged turns on slippery roads, or hydroplaning. During high-performance driving, ESC can intervene when unwanted, because steering input may not always be indicative of the intended direction of travel (such as during controlled drifting). ESC estimates the direction of the skid, and then applies the brakes to individual wheels asymmetrically in order to create torque about the vehicle's vertical axis, opposing the skid and bringing the vehicle back in line with the driver's commanded direction. Additionally, the system may reduce engine power or operate the transmission to slow the vehicle down.


title: Electronic stability control

text: ESC can function on any surface, from dry pavement to frozen lakes. It reacts to and corrects skidding much faster and more effectively than the typical human driver, often before the driver is even aware of any imminent loss of control. This has led to some concern that ESC could allow drivers to become overconfident in their vehicle's handling and/or their own driving skills. For this reason, ESC systems typically alert the driver when they intervene, so that the driver is aware that the vehicle's handling limits have been reached. Most activate a dashboard indicator light and/or alert tone; some intentionally allow the vehicle's corrected course to deviate very slightly from the driver-commanded direction, even if it is possible to more precisely match it.


title: Electronic stability control

text: All ESC manufacturers emphasize that the system is not a performance enhancement nor a replacement for safe driving practices, but rather a safety technology to assist the driver in recovering from dangerous situations. ESC does not increase traction, so it does not enable faster cornering (although it can facilitate better-controlled cornering). More generally, ESC works within the limits of the vehicle's handling and available traction between the tyres and road. A reckless maneuver can still exceed these limits, resulting in loss of control. For example, during hydroplaning, the wheels that ESC would use to correct a skid may lose contact with the road surface, reducing its effectiveness.


title: Electronic stability control

text: Due to the fact that stability control can be incompatible with high-performance driving, many vehicles have an override control which allows the system to be partially or fully deactivated. In simple systems, a single button may disable all features, while more complicated setups may have a multi-position switch or may never be fully disengaged.


title: Electronic stability control

text: ESC systems—due to their ability to enhance vehicle stability and braking—often work to improve traction in off-road situations, in addition to their on-road duties. The effectiveness of traction control systems can vary significantly, due to the significant number of external and internal factors involved at any given time, as well as the programming and testing performed by the manufacturer.


title: Electronic stability control

text: At a rudimentary level, off-road traction varies from typical operational characteristics of on-road traction, depending on the terrain encountered. In an open differential setup, power transfer takes the path of least resistance. In slippery conditions, this means when one wheel loses traction, power will counter-productively be fed to that axle instead of the one with higher grip. ESCs focus on braking wheels that are spinning at a rate drastically different from the opposing axle. While on-road application often supplements rapidly intermittent wheel braking with a reduction of power in loss-of-traction situations, off-road use will typically require consistent (or even increased) power delivery to retain vehicle momentum while the vehicle's braking system applies intermittent braking force over a longer duration to the slipping wheel until excessive wheel-spin is no longer detected.


title: Electronic stability control

text: In intermediate level ESC systems, ABS will be disabled, or the computer will actively lock the wheels when brakes are applied. In these systems, or in vehicles without ABS, the performance in emergency braking in slippery conditions is greatly improved as grip state can change extremely rapidly and unpredictably off-road when coupled with inertia. When the brakes are applied and wheels are locked, the tyres do not have to contend with the wheel rolling (providing no braking force) and braking repeatedly. Grip provided by the tyres is constant and as such can make full use of traction wherever it is available. This effect is enhanced where more aggressive tread patterns are present as the large tread lugs dig into the imperfections on the surface or below the substrate, as well as dragging dirt in front of the tyre to increase the rolling resistance even further.


title: Electronic stability control

text: Many newer vehicles designed for off-road duties from the factory, are equipped with Hill Descent Control systems to minimise the risk of such runaway events occurring with novice drivers and provide a more consistent and safe descent than either no ABS, or on-road orientated ABS. These systems aim to keep a fixed speed (or user selected speed) while descending, applying strategic braking or acceleration at the correct moments to ensure wheels all rotate at the same rate while applying full locking braking when required.


title: Electronic stability control

text: In some vehicles, ESC systems automatically detect whether to operate in off- or on-road mode, depending on the engagement of the 4WD system. Mitsubishi's unique Super-Select 4WD system (found in Pajero, Triton and Pajero Sport models), operates in on-road mode in 2WD as well as 4WD High-range with the centre differential unlocked. However, it automatically activates off-road traction control and disables ABS braking when shifted into 4WD High-range with centre differential locked, or 4WD Low-range with centre differential locked. Most modern vehicles with fully electronically controlled 4WD systems such as various Land Rovers and Range Rovers, also automatically switch to an off-road-orientated mode of stability and traction control once low range, or certain terrain modes are manually selected.


title: Electronic stability control

text: Numerous studies around the world have confirmed that ESC is highly effective in helping the driver maintain control of the car, thereby saving lives and reducing the probability of occurrence and severity of crashes. In the fall of 2004, the American National Highway and Traffic Safety Administration (NHTSA) confirmed international studies, releasing results of a field study of ESC effectiveness in the USA. The NHTSA concluded that ESC reduces crashes by 35%. Additionally, SUVs with stability control are involved in 67% fewer accidents than SUVs without the system. The United States Insurance Institute for Highway Safety (IIHS) issued its own study in June 2006 showing that up to 10,000 fatal US crashes could be avoided annually if all vehicles were equipped with ESC. The IIHS study concluded that ESC reduces the likelihood of all fatal crashes by 43%, fatal single-vehicle crashes by 56%, and fatal single-vehicle rollovers by 77–80%.


title: Electronic stability control

text: ESC is described as the most important advance in auto safety by many experts, including Nicole Nason, administrator of the NHTSA, Jim Guest and David Champion of Consumers Union of the Fédération Internationale de l'Automobile (FIA), E-Safety Aware, Csaba Csere, former editor of Car and Driver, and Jim Gill, long time ESC proponent of Continental Automotive Systems.


title: Electronic stability control

text: The European New Car Assessment Program (Euro NCAP) "strongly recommends" that people buy cars fitted with stability control. The IIHS requires that a vehicle must have ESC as an available option in order for it to qualify for their "Top Safety Pick" award for occupant protection and accident avoidance.


title: Electronic stability control

text: ESC incorporates yaw rate control into the anti-lock braking system (ABS). Anti-lock brakes enable ESC to slow down individual wheels. Many ESC systems also incorporate a traction control system (TCS or ASR), which senses drive-wheel slip under acceleration and individually brakes the slipping wheel or wheels and/or reduces excess engine power until control is regained. However, ESC serves a different purpose from that of ABS or traction control.


title: Electronic stability control

text: The ESC system uses several sensors to determine where the driver intends to travel. Other sensors indicate the actual state of the vehicle. The control algorithm compares driver input to vehicle response and decides, when necessary, to apply brakes and/or reduce throttle by the amounts calculated through the state space (set of equations used to model the dynamics of the vehicle). The ESC controller can also receive data from and issue commands to other controllers on the vehicle such as an all-wheel drive system or an active suspension system to improve vehicle stability and controllability.


title: Electronic stability control

text: The sensors in an ESC system have to send data at all times in order to detect a loss of traction as soon as possible. They have to be resistant to possible forms of interference, such as precipitation or potholes. The most important sensors are as follows:


title: Electronic stability control

text: ESC uses a hydraulic modulator to assure that each wheel receives the correct brake force. A similar modulator is used in ABS. Whereas ABS reduces hydraulic pressure during braking, ESC may increase pressure in certain situations, and an active vacuum brake booster unit may be utilised in addition to the hydraulic pump to meet these demanding pressure gradients.


title: Electronic stability control

text: At the centre of the ESC system is the electronic control unit (ECU), which contains various control techniques. Often, the same ECU is used for different systems at the same time (such as ABS, traction control, or climate control). The input signals are sent through an input circuit to the digital controller. The desired vehicle state is determined based upon the steering wheel angle, its gradient, and the wheel speed. Simultaneously, the yaw sensor measures the vehicle's actual yaw rate. The controller computes the needed brake or acceleration force for each wheel and directs the valves of the hydraulic modulator. The ECU is connected with other systems via a Controller Area Network interface in order to avoid conflicting with them.


title: Electronic stability control

text: Many ESC systems have an override switch so the driver can disable ESC, which may be used on loose surfaces such as mud or sand, or if using a small spare tire, which could interfere with the sensors. Some systems also offer an additional mode with raised thresholds, so that a driver can utilize the limits of their vehicle's grip with less electronic intervention. However, the ESC reactivates when the ignition is restarted. Some ESC systems that lack an off switch, such as on many recent Toyota and Lexus vehicles, can be temporarily disabled through an undocumented series of brake pedal and handbrake operations. Furthermore, unplugging a wheel speed sensor is another method of disabling most ESC systems. The ESC implementation on newer Ford vehicles cannot be completely disabled, even through the use of the "off switch". The ESC will automatically reactivate at highway speeds, and below such speeds if it detects a skid with the brake pedal depressed.


title: Electronic stability control

text: While Sweden used public awareness campaigns to promote ESC use, others implemented or proposed legislation.


title: Electronic stability control

text: The Canadian province of Quebec was the first jurisdiction to implement an ESC law, making it compulsory for carriers of dangerous goods (without data recorders) in 2005.


title: Electronic stability control

text: The United States followed, requiring ESC for all passenger vehicles under 10,000 pounds (4536 kg), phasing in the regulation starting with 55% of 2009 models (effective 1 September 2008), 75% of 2010 models, 95% of 2011 models, and all 2012 models.


title: Electronic stability control

text: The Australian government announced on 23 June 2009 that ESC would be compulsory from 1 November 2011 for all new passenger vehicles sold in Australia, and for all new vehicles from November 2013, however the State Government of Victoria preceded this unilaterally on Jan 1 2011, much as they had done seatbelts 40 years before. The New Zealand government followed suit in February 2014 making it compulsory on all new vehicles from 1 July 2015 with a staggered roll-out to all used-import passenger vehicles by 1 January 2020.


title: Electronic stability control

text: The European Parliament has also called for the accelerated introduction of ESC. The European Commission has confirmed a proposal for the mandatory introduction of ESC on all new cars and commercial vehicle models sold in the EU from 2012, with all new cars being equipped by 2014.


title: Electronic stability control

text: Argentina requires all new normal cars to have ESC since 1 January 2022, for all new normal vehicles from January 2024.


title: Electronic stability control

text: The United Nations Economic Commission for Europe has passed a Global Technical Regulation to harmonize ESC standards. Global Technical Regulation No. 8 ELECTRONIC STABILITY CONTROL SYSTEMS was sponsored by the United States of America, and is based on Federal Motor Vehicle Safety Standard FMVSS126.


title: Electronic stability control

text: In Unece countries, approval is based on UN Regulation 140: Electronic Stability Control (ESC) Systems.


title: Electronic stability control

text: ESC is built on top of an anti-lock brake system, and all ESC-equipped vehicles are fitted with traction control. ESC components include a yaw rate sensor, a lateral acceleration sensor, a steering wheel sensor, and an upgraded integrated control unit. In the US, federal regulations have required that ESC be installed as a standard feature on all passenger cars and light trucks as of the 2012 model year. According to NHTSA research, ABS in 2005 cost an estimated US$368; ESC cost a further US$111. The retail price of ESC varies; as a stand-alone option it retails for as little as US$250. ESC was once rarely offered as a sole option, and was generally not available for aftermarket installation. Instead, it was frequently bundled with other features or more expensive trims, so the cost of a package that included ESC was several thousand dollars. Nonetheless, ESC is considered highly cost-effective and may pay for itself in reduced insurance premiums.


title: Electronic stability control

text: Availability of ESC in passenger vehicles has varied between manufacturers and countries. In 2007, ESC was available in roughly 50% of new North American models compared to about 75% in Sweden. However, consumer awareness affects buying patterns, so that roughly 45% of vehicles sold in North America and the UK were purchased with ESC, contrasting with 78–96% in other European countries such as Germany, Denmark, and Sweden. While few vehicles had ESC prior to 2004, increased awareness has increased the number of vehicles with ESC on the used car market.


title: Electronic stability control

text: ESC is available on cars, SUVs and pickup trucks from all major automakers. Luxury cars, sports cars, SUVs, and crossovers are usually equipped with ESC. Midsize cars have also been gradually catching on, though the 2008 model years of the Nissan Altima and Ford Fusion only offered ESC on their V6 engine-equipped cars; however, some midsize cars, such as the Honda Accord, had it as standard by then. While traction control is usually included with ESC, there were vehicles such as the 2008 Chevrolet Malibu LS, 2008 Mazda6, and 2007 Lincoln MKZ that had traction control but not ESC. ESC was rare among subcompact cars in 2008. The 2009 Toyota Corolla in the United States (but not Canada) had stability control as a $250 option on all trims below that of the XRS, which had it as standard. In Canada, for the 2010 Mazda3, ESC was an option on the midrange GS trim as part of its sunroof package, and is standard on the top-of-the-line GT version. The 2009 Ford Focus had ESC as an option for the S and SE models, and it was standard on the SEL and SES models


title: Electronic stability control

text: In the UK, even mass-market superminis such as the Ford Fiesta Mk.6 and VW Polo Mk.5 came with ESC as standard.


title: Electronic stability control

text: Elaborate ESC and ESP systems (including Roll Stability Control) are available for many commercial vehicles, including transport trucks, trailers, and buses from manufacturers such as Daimler, Scania, and Prevost. In heavy trucks the ESC and ESP functions must be realized as part of the pneumatic brake system. Typical component and system suppliers are e.g. Bendix, andWABCO.


title: Electronic stability control

text: The "ChooseESC!" campaign, run by the EU's "eSafetyAware!" project, provides a global perspective on ESC. One "ChooseESC!" publication shows the availability of ESC in EU member countries.


title: Electronic stability control

text: In the US, the Insurance Institute for Highway Safety website shows availability of ESC in individual US models and the National Highway Traffic Safety Administration website lists US models with ESC.


title: Electronic stability control

text: Just as ESC is founded on the anti-lock braking system (ABS), ESC is the foundation for new advances such as Roll Stability Control or active rollover protection that works in the vertical plane much like ESC works in the horizontal plane. When RSC detects impending rollover (usually on transport trucks or SUVs), RSC applies brakes, reduces throttle, induces understeer, and/or slows down the vehicle.


title: Electronic stability control

text: The computing power of ESC facilitates the networking of active and passive safety systems, addressing other causes of crashes. For example, sensors may detect when a vehicle is following too closely and slow down the vehicle, straighten up seat backs, and tighten seat belts, avoiding and/or preparing for a crash.


title: Electronic stability control

text: Electronic stability control (ESC) is the generic term recognised by the European Automobile Manufacturers Association (ACEA), the North American Society of Automotive Engineers (SAE), the Japan Automobile Manufacturers Association, and other worldwide authorities. However, vehicle manufacturers may use a variety of different trade names for ESC: