document_title: Ford F-Series

question_text: when did ford change the f150 body style

question_tokens: when did ford change the f150 body style

text: Ford F-Series

text: First generation (1948–1952)[edit]

text: The first-generation F-Series pickup (known as the Ford Bonus-Built) was introduced in 1948 as a replacement for the previous car-based pickup line introduced in 1942. The F-Series was sold in eight different weight ratings, with pickup, panel truck, cab-over engine (COE), conventional truck, and school bus chassis body styles.

text: Second generation (1953–1956)[edit]

text: For the 1953 model year, an all-new version of the F-Series made its debut. Increased dimensions, improved engines, and an updated chassis were features of the second generation.

text: Additionally, a change to the F-Series naming scheme would remain in place to the present day. The half-ton F-1 became the F-100 (partially influenced by the North American F-100 Super Sabre); the F-2 and F-3 were combined into the F-250 while the F-4 became the F-350. Conventional F-Series trucks were F-500 to F-900; COE chassis were C-Series trucks.

text: Third generation (1957–1960)[edit]

text: Introduced in 1957, the third generation F-series was a significant modernization and redesign. Front fenders became integrated into the body, and the new Styleside bed continued the smooth lines to the rear of the pickup.

text: The cab-over F-Series was discontinued, having been replaced by the tilt-cab C-Series.

text: In 1959, Ford began in-house production of four-wheel-drive pickups.

text: Fourth generation (1961–1966)[edit]

text: Ford introduced a dramatically new style of pickup in 1961 with the fourth generation F-Series. Longer and lower than its predecessors, these trucks had increased dimensions and new engine and gearbox choices. Additionally, the 1961–1963 models were constructed as a unibody design with the cab and bed integrated. This proved unpopular and Ford reverted to the traditional separate cab/bed design in 1964.

text: In 1965, the F-Series was given a significant mid-cycle redesign. A completely new platform, including the "Twin I-Beam" front suspension, was introduced that would be used until 1996 on the F-150 and until 2016 on the F-250/350 4x2. Additionally that year, the Ranger name made its first appearance on a Ford pickup; previously a base model of the Edsel, it was now used to denote a high-level styling package for F-Series pickups.[5]

text: Fifth generation (1967–1972)[edit]

text: Introduced in 1967, the fifth generation F-series pickup was built on the same platform as the 1965 revision of the fourth generation. Dimensions and greenhouse glass were increased, engine options expanded, and plusher trim levels became available during the fifth generation's production run.

text: Suspension components from all 1969 F-Series models are completely interchangeable.

text: A variant of the fifth generation F-series was produced until 1992 in Brazil for the South American market.

text: Sixth generation (1973–1979)[edit]

text: The sixth generation F-series was introduced in 1973. This version of the F-series continued to be built on the 1965 fourth generation's revised platform, but with significant modernizations and refinements. Front disc brakes, increased cabin dimensions, gas tank relocated outside the cab and under the bed, significantly improved heating and air conditioning, full double wall bed construction, increased use of galvanized steel, SuperCab was introduced in the sixth generation pickup.

text: The FE engine series was discontinued in 1976 after a nearly 20-year run, replaced by the more modern 351 series (Modified) and 400 series engines.

text: In 1975, the F-150 was introduced in between the F-100 and the F-250 in order to avoid certain emission control restrictions. For 1978, square headlights replaced the previous models' round ones on higher trim package models, such as Lariat and Ranger, and in 1979 became standard equipment. Also for 1978, the Ford Bronco was redesigned into a variant of the F-series pickup. 1979 was the last year that the 460 big block engine was available in a half ton truck.

text: Seventh generation (1980–1986)[edit]

text: The 1980 F-Series was redesigned with an all-new chassis and larger body; this was the first ground-up redesign since 1965. The exterior styling of the truck was redone to improve aerodynamics and fuel economy. Medium-duty F-Series (F600-F900) were also redesigned; although they shared the cabin of the smaller pickup trucks, the largest version of F-Series now wore a bonnet with separate front wings (like the L-Series). Medium duty Ford F-Series would carry the 1980–1986 interior design until 2000 (though pickups were restyled again in 1987 and 1992), with very subtle changes such as window glass and electronics.

text: In a move towards fuel efficiency, Ford dropped the M-Series engines (the 5.8 Liter 351M and 6.6 Liter 400 cu in V8s) in 1981, replacing them with the 4.2 Liter 255 C.I. and 5.8 Liter 351 C.I. Windsor V8 engines from the Panther platform. The 255 V8 was simply a 5.0L, 302 V8 with a smaller bore, built specifically for better fuel economy, but was dropped for the 1982 model year due to being underpowered and having limited demand. For 1982 and 1983, the 3.8L, 232 C.I. Essex V6 was the base engine but was quickly dropped for the 1984 model year. In 1983, Ford added Diesel power to the F-Series through a partnership with International Harvester (later Navistar). The 6.9L, 420 C.I. IDI V8 produced similar power output as the gasoline 351 Windsor V8, with the fuel economy of the 4.9L, 300 I6. From this point on (1983-present), the heavier duty f-series trucks (F-350 and above) were usually equipped with the Diesel engines as standard horsepower. 1985 was the first year of electronic fuel injection on the 5.0L V8, all other engines following suit in 1988. There was a new "high output" version of the 5.8L Windsor beginning in 1984.

text: A noticeable change was made to the F-Series in 1982 as the Ford "Blue Oval" was added to the center of the grill, also the Ranger and Custom trims were no longer available. The Ranger name had been shifted onto the all-new compact pickup developed as a replacement for the Courier. The new trim levels were a no-badge base model (essentially the new Custom), XL, a very rare XLS, and XLT Lariat.

text: 1983 marked the final year of the F-100, making the F-150 the lightest pickup available on the market. F-100s and F-150s were virtually identical with the exception of smaller brakes and a 5x4.5 bolt pattern on the F-100 axles, as opposed to 5x5.5 on the F-150. F-100s over a certain GVWR and/or without power brakes did use the F-150 axles. Also, the 1980–1983 F-100 was never offered with four-wheel-drive.

text: 1986 marked the final year that the F-150 was available with a 3-speed manual gearbox that shifted via a steering column lever (3-on-the-tree). Incidentally, this was the second-last vehicle in the United States that offered this set up. 1986 was also the last year the Explorer package was available.

text: This is the first generation of trucks to incorporate amenities such as power mirrors, power windows, and power door locks.

text: Eighth generation (1987–1991)[edit]

text: The 1987 F-Series carried over the same body style from the seventh generation, yet sported a new rounded front clip that improved aerodynamics, as well as the softening of body lines around the rear of the bed and fender arches around the wheel wells. The interior was also completely redesigned in 1987. The transmissions available on SuperCab models were a four-or five-speed manual; regular cab models were also available with automatic transmission. The Custom trim made a comeback for the eighth generation. In 1988, the 4.9 Liter inline-six, 5.8 Liter V8, and 7.5 Liter V8 engines gained electronic fuel injection. International Navistar also increased the displacement of their 6.9 Liter V8 in the same year, resulting in the new 7.3 Liter unit. This was also the first year of a five-speed manual overdrive transmission, which included the Mazda M5OD in the F-150s and the heavy-duty ZF5 in the F-250s and F-350s. Four-speed manuals were dropped as standard equipment after 1987, but were available as a customer-ordered option until 1989. In 1989, the C6 three-speed automatic was replaced as the base automatic transmission with the E4OD, a four-speed electronically controlled automatic overdrive unit, though the C6 was still available as an option, mostly in F-250s and F-350s, until 1997. Heavy-Duty models included F-250s and F-350s (along with F-Super Dutys) that were classified as incomplete vehicles only that were produced with no bed, but appeared as tow trucks, box trucks (notably U-Haul), flatbed trucks, dump trucks and other models. Although the F-250s, F-250 HDs (heavy duty), and F-350s were built as a Chassis cab models only from 1987 to 1997, owners can convert the models to pickup trucks. However General Pacheco, Argentina and São Bernardo do Campo, Brazil assemblies were the only places F-250, F-250 HD, and F-350 were built and sold as pickup trucks models. Despite being produced only in General Pacheco, Argentina and São Bernardo do Campo, Brazil assemblies (located in South America) F-250s, F-250 HDs, and F-350s were shipped from South America to the United States as imports from 1987 to 1997.

text: Ninth generation (1992–1997)[edit]

text: For the 1992 model year, the body-shell of the 1980 F-Series was given another major upgrade. To further improve its aerodynamics, the forward bodywork was given a slightly lower hoodline, rounding the front fenders and grille; in addition, the changes matched the F-Series with the design of the newly introduced Explorer and redesigned E-Series and Ranger. Along with the exterior updates, the interior received a complete redesign.

text: Dormant since 1987, the FlareSide bed made its return as an option for 1992. To increase its appeal for younger buyers, the bed bodywork was redesigned, borrowing the sides of the F-350 dual-rear wheel bed (fitted to the narrower F-150 single-wheel chassis). To commemorate the 75th anniversary of the first Ford factory-produced truck (the 1917 Ford Model TT), Ford offered a 75th anniversary package on its 1992 F-series, consisting of a stripe package, an argent colored step bumper, and special 75th anniversary logos. In 1993, the 240 hp SVT Lightning was introduced as a specially-tuned performance truck; over 11,000 were built from 1993 to 1995.

text: In a trim shift, the XLT Lariat was dropped and combined with the XLT; the XL took over for the Custom trim after 1993 (marking the last usage of the Custom nameplate by Ford). In 1995, the Eddie Bauer trim made its return.

text: In 1995, the medium-duty Ford F-Series (F-600 through F-800 and all Ford B-Series) were given their first update since 1980. All versions (except severe-service) received a hood redesign which enlarged the grille and moved the turn signal indicators to the outside of the front headlights.

text: During the second half of 1997, the F-250 HD (heavy duty) was in the same series as the F-350. The body style stayed the same until the end of 1997. The only change of the F-250 HD and F-350 was that they no longer has classic style tailgates, with the stainless steel cap on them which read FORD. Instead the tailgate had the F-250 Heavy Duty/F-350 nameplate labeled on its left side, while Ford's blue oval was labeled on The right side (similarly styled like the 1997 Ford F-150 around this same time). The F-250 HD also had some minor changes in trim location, and options available. The 1997 F-250 HD with the 7.3 Powerstroke Diesel is also the rarest and most desirable of ninth generation Fords.

text: Following the introduction of the tenth-generation F-150, the F-250 and F-350 continued into production into the 1998 model year, becoming part of the Ford F-Series Super Duty line as they were replaced in 1999.

text: Tenth generation (1997–2003)[edit]

text: For 1997, Ford Motor Company made a major change to its F-Series family of trucks as the F-Series pickup line was essentially split in two. During the 1970s, 1980s, and 1990s, buyers of pickup trucks had increasingly purchased the vehicles for the purposes of personal use over work use. To further increase its growing market share, Ford sought to develop vehicles for both types of buyers. In its ultimate decision, the company decided to make the F-150 as a contemporary vehicle for personal use, while the F-250 and F-350 would be designed more conservatively for work-based customers.

text: Introduced in early 1996 as a 1997 model, the F-150 was a completely new vehicle in comparison from its predecessor. Similar to the original Ford Taurus of 1986, the 1997 F-150 was developed with a radically streamlined body. Dispensing with the traditional Twin I-Beam for a fully independent front suspension, the all-new chassis shared only the transmissions with the previous generation. In a major change, the long-running 4.9L inline-6 was replaced by a V6 engine as standard. The 4.6L Modular V8 shared with the Panther cars was optional (with a 5.4L version added in mid-1997); originally developed for use in the F-Series, the Modular/Triton V8 was the first overhead-cam engine ever fitted to a full-size pickup truck.

text: To improve rear-seat access for SuperCab models, a rear-hinged (curb-side) door was added to all versions. Following its popularity, the SuperCab gained a fourth door for 1999. In 2001, the F-150 became the first pickup truck in its size segment to become available with four full-size doors. Sharing the length of a standard-bed SuperCab, the F-150 SuperCrew was produced with a slightly shortened bed.

text: During the second half of the 1997 model year, Ford introduced a heavier GVWR version (8800 GVW), bearing the F-250 name. It was distinguished by seven-lug nut wheels. At the same time, the F-250 HD (heavy duty) was in the same series as the F-350 (same body style as the 1992 to 1997 model years; it was still built in South America only). Following the introduction of the Super Duty for 1999, it was quietly dropped.

text: In 1999, the SVT Lightning made its return, with output expanded to 360 hp; over 28,000 were produced from 1999 to 2003. For 2002, Lincoln-Mercury gained its first full-size pickup truck since 1968 with the introduction of the Lincoln Blackwood, the first Lincoln pickup. Sharing the front bodywork of the Lincoln Navigator SUV, the Blackwood was designed with a model-exclusive bed and was sold only in black. Due to very poor sales, the Blackwood was discontinued after 2002.

text: In 1998, the F-250 and F-350 pickups were introduced as the 1999 Ford F-Series Super Duty model line. While remaining part of the F-Series, the Super Duty trucks use a different platform architecture, powertrain, and design language, primarily as they are intended for heavy-duty work use. Designed in a joint venture with Navistar International, the medium-duty F-650/F-750 Super Duty were introduced in 2000.

text: Eleventh generation (2004–2008)[edit]

text: For the 2004 model year, the F-150 was redesigned on an all-new platform. Externally, the eleventh-generation model was different from its predecessor, with sharper-edged styling; a major change was the adoption of the stepped driver's window from the Super Duty trucks. Regardless of cab type, all F-150s were given four doors, with the rear doors on the regular cab providing access to behind-the-seat storage. Ford also introduced the Triton engines in the variants of the F-150. Due to declining sales, the Flareside beds were dropped; this marked the first time in 56 years of F-Series production that Flareside beds were not available.

text: From 2005 to 2008, Lincoln-Mercury dealers sold this version of the F-150 as the Lincoln Mark LT, replacing the Blackwood.

text: In late 2006, the Super Duty trucks were also given an all-new platform. While using the same bed and cabin as before, these are distinguished from their predecessors by an all-new interior and a much larger grille and head lamps. Previously available only as a chassis-cab model, the F-450 now was available as a pickup directly from Ford.[6]

text: From 2004 to 2006 offered a different bed style as well.

text: Twelfth generation (2009–2014)[edit]

text: The twelfth generation F-150 was introduced for the 2009 model year as an update of the Ford full-size truck platform. Similar to its predecessor, these trucks are distinguished by their Super Duty-style grilles and head lamps; standard cab models again have two-doors instead of four. The FlareSide bed was continued until 2010, dropped along with the manual gearbox; outside of Mexico, the Lincoln Mark LT was replaced by the F-150 Platinum. A new model for 2010 included the SVT Raptor, a dedicated off-road pickup.

text: As part of a major focus on fuel economy, the entire engine lineup for the F-150 was updated for the 2011 model year. Along with two new V8 engines, the F-150 gained a new 3.7 Liter base V6 engine, and a powerful twin-turbocharged 3.5 Liter V6, dubbed EcoBoost by Ford. An automatic transmission is the only option. Other modifications include the addition of a Nexteer Automotive Electric Power Steering (EPS) system on most models.

text: A recent study conducted by iSeeCars.com and published on the Ford Motor Company Web site listed Ford F-250 Super Duty as the top longest-lasting vehicle and Expedition, Explorer and F-150 in the top 20 longest-lasting vehicle.[7]

text: Thirteenth generation (2015–present)[edit]

text: For the 2015 model year, Ford Motor Company introduced the thirteenth-generation F-150. Without physically changing any dimensions from its predecessor, in the interest of fuel economy, designers reduced curb weight by nearly 750 pounds. In a radical change for a mass-market vehicle, much of the weight reduction stems from the change from steel to aluminum in its body structure (the majority of the frame itself remains high-strength steel).[8][9] With the lone exception of the firewall, all sheet metal used for the F-150 body is aluminum.[9][10]

text: Largely previewed by the Ford Atlas concept vehicle at the 2013 Detroit Auto Show, the styling introduced a completely new design language for the Ford F-Series; only the stepped window from the Super Duty was carried over. To prove the durability of the aluminum-intensive design, camouflaged prototypes were entered in the Baja 1000 endurance race, in which the vehicles finished.

text: To further increase fuel economy, a 3.5L V6 became the base engine with the introduction of a 2.7L EcoBoost twin-turbo V6 alongside the 3.5L version; the 5.0L V8 remained available. The 2015 F-150 is the first pickup truck with adaptive cruise control, which uses radar sensors on the front of the vehicle to maintain a set following distance between it and the vehicle ahead of it, decreasing speed if necessary.

text: Ford has made several changes to their engine lineup for the 2018 model-year pickup, which Ford has confirmed will be a member of the thirteenth generation.[11][12][13] The 3.5L base engine has been replaced with a more efficient 3.3L V6 that boasts the same power as the outgoing 3.5, but promises better mileage.[14] The new 3.3L V6 will be mated to the existing 6-speed transmission. The 2.7L and 3.5L EcoBoost engines, as well as the 5.0L V8 have had minor upgrades and improvements towards power and efficiency. The 3.5L, 2.7l EcoBoost and 5.0l V8 will be mated to the new 10-speed transmission. These 3 engines will also all feature the stop/start technology which was previously only available with the 2.7L, further improving mileage across the board.[15]

text: Ford is also introducing its first Diesel engine in an F-150, which they're calling the "Power Stroke" engine. The Diesel engine is a twin turbocharged 3.0L V6 from the "Lion" lineup of engines shared by PSA Peugot Citroën and Jaguar Land Rover. The engine will produce 440 lb-ft of torque and be mated to the new 10-speed transmission, and also feature the stop/start technology.[15][16][17]

text: Outside of new engine features, Ford has stopped offering the Sony stereo system as an option and replaced it with B&O PLAY, a sound system designed by Danish audio system manufacturer Bang & Olufsen.[15]

text: Exact mileage improvements have not been announced yet. This model will be expected to launch in the Fall of 2017, and will be American built at both the Dearborn Truck Plant in Michigan, and the Kansas City Assembly Plant in Claycomo, Missouri.[16] The F-150 is assembled at a speed of one per minute.[18]

text: Special models[edit]

text: Throughout its production, variants of the Ford F-Series has been produced to attract buyers. While these variants primarily consist of trim packages, others are high-performance versions while other variants were designed with various means of improving functionality.

text: Unibody F-Series[edit]

text: For 1961 into part of the 1963 model year, Ford offered the F-Series with a pickup bed integrated with the cab (similar to the Ford Ranchero). While still produced on a separate frame, the design simplified assembly and streamlined the exterior design of the pickup

text: Specials[edit]

text: Introduced in 1961, the Camper Special was an option package for F-Series trucks; designed for owners of slide-in truck campers, the Camper Special featured pre-wiring for the camper, heavy-duty transmission and engine cooling, and a larger alternator. Introduced for 1968, the Contractor's Special and Farm and Ranch Special featured toolboxes and heavy-duty suspension; the Explorer Special was a lower-priced version of the Ranger trim level.

text: During the 1980 redesign of the F-Series, these options were no longer continued as part of the F-Series.

text: F-150 Nite[edit]

text: Sold from 1991 to 1992 on the Ford F-150 XLT Lariat, the Nite special edition was an monochromatic option package, featuring black paint and trim with a multicolor accent stripe. For 1991, it was exclusive to the regular-cab F-150; for 1992, it was available on all bodystyles of the F-150 and introduced on the Ford Bronco.

text: The Nite edition was available with two-wheel drive or four-wheel drive with either the 5.0L or 5.8L V8; it also included a sport suspension and alloy wheels on 235/75R15 white-letter tires.

text: Eddie Bauer[edit]

text: For 1994, Ford introduced the Eddie Bauer trim level for the F-150. In a fashion similar to the same trim packages on the Aerostar, Bronco, and Explorer/Bronco II, it consisted of outdoors-themed interior trim with two-tone exterior paint.

text: SVT Lightning[edit]

text: Introduced as a 1993 model, the Ford SVT Lightning is a high-performance version of the F-150 produced by the Ford Special Vehicle Team (SVT).

text: Intended as a competitor for the Chevrolet 454SS, the SVT Lightning shared much of its structure with the F-150, but extensive modifications were made to the suspension and frame in order to improve the handling. Powered by a 240 hp version of the 5.8L V8, the Lightning used the 4-speed automatic transmission from the F-350 (normally paired with the 7.5L or Diesel V8s).

text: Though being 3 seconds slower in the 0-60 than the discontinued GMC Syclone, the Lightning retained much of the towing and payload capacity of its F-150 counterpart.

text: The Lightning was produced from 1993 to 1995; it was discontinued as Ford began design work on the 1997 F-150.

text: For 1999, the SVT Lightning returned after a three-year hiatus. As with its 1993-1995 predecessor, the design of the Lightning used the F-150 as a basis with a number of suspension modifications. Instead of a model-specific engine, the Lightning now used the 5.4L engine from the F-150; fitted with a supercharger, it produced 360 hp (increased to 380 hp in 2001). As before, the transmission was borrowed from the F-350 Diesel pickups.

text: In 2004, the Lightning was discontinued, as it was not included in the redesigned F-150 model line.

text: Harley-Davidson Edition[edit]

text: From 2000 to 2012, the Harley-Davidson Edition was an option package available on the F-150 (also the F-250/F-350 from 2004-2011). Primarily an appearance package featuring monochromatic black trim, from 2002 to 2003, the edition included a slightly detuned version of the supercharged 5.4L V8 engine from the SVT Lightning. In 2003, a 100th Anniversary Edition was produced on F-150 SuperCrews.

text: After 2008, the option package adopted many of the options featured from the Platinum trim level, featuring leather seating produced from materials reserved for Harley-Davidson biker jackets.[19] For 2012, the Harley-Davidson Edition was replaced by the Limited trim level.

text: SVT Raptor[edit]

text: For 2010, Ford introduced its second high-performance truck, the SVT Raptor. In sharp contrast to the SVT Lightning, the Raptor is based on Ford's 1000 baja truck, with modifications designed to improve its on-road performance while still including standard Fox suspension, and the most capable off-road, mass-produced vehicle available. For the 2010 model year, the base engine was a 5.4 Liter V8 producing 310 hp (230 kW), the 6.2 Liter V8 was an option added mid year. Between 2011 and 2014, a 411 hp (306 kW), 6.2 Liter V8, both were paired with a six-speed automatic was available. The Raptor features a model-exclusive suspension with long-travel springs and shocks. To make room for its larger tires, the Raptor shares only the cab with a standard F-150; the pickup bed, hood and front fenders are wider and exclusive to the model. Initially available only as a SuperCab, a SuperCrew cab was added in late 2010.

text: For the first time on a Ford in North America since 1983, the word "Ford" was spelled on the grille of the SVT Raptor in place of the Ford Blue Oval badge.

text: In late 2016, the second-generation Ford Raptor (dropping the SVT prefix) returned as a 2017 model. The 2017 Ford Raptor is based on the aluminum-body Ford F-150 introduced for 2015. In a major change, the powertrain sourced from the Ford Super Duty is replaced by a re-engineered 3.5 Liter twin-turbo EcoBoost V6 paired with an all-new 10-speed automatic transmission.[20]

text: F-150 Platinum[edit]

text: Following the 2008 discontinuation of the Lincoln Mark LT in the United States and Canada,[21] the truck remained in production in Mexico until 2014.

text: For 2009, to replace the Mark LT, Ford moved into the luxury pickup truck segment with the Platinum trim level. Combining much of the content and luxury features of the Mark LT with more subdued styling, the F-150 Platinum saw more success than either the Lincoln Blackwood or Lincoln Mark LT. In 2013, the Platinum trim level was expanded to the F-250 and F-350 Super Duty pickup trucks.

text: F-150 Tremor[edit]

text: For the 2014 model year, Ford introduced the Tremor model of the F-150. The Tremor was released as high-performance sport truck for street truck enthusiasts. The regular-cab Tremor is based on the style of the FX Appearance Package with the 3.5 Liter EcoBoost engine and a 4.10 rear axle. The interior uses a console-mounted shifter, custom bucket seats and a flow-through center console not found in any other F-150. The Tremor is available in both 4x2 and 4x4. Both options feature an electronic locking rear differential and customized suspension. There were 2,230 Tremors built.[citation needed]

text: Motorsports[edit]

text: The truck won the San Felipe 250 eight times between 1999 and 2007.

text: Greg Biffle won the 2000 NASCAR Craftsman Truck Series.

text: Drivers such as Roger Norman and Larry Roeseler won the Primm 300 in 2003, 2007 and 2008.

text: In 2008, Ford announced its entrance into the Baja 1000 class-eight race for moderately modified, full-size pickups. The driver of record was Steve Oligos, supported by co-drivers Randy Merritt, Greg Foutz, and Bud Brutsman.[22] The vehicle was built with collaboration between the Ford Special Vehicle Team (SVT), Ford Racing, and Foutz Motorsports, Inc. The Ford F-150 SVT Raptor R completed the 2008 41st Tecate SCORE Baja 1000 race in 25.28:10,[23] and ranked third in its class.[24] Tavo Vildosola and Gus Vildosola won the event in 2010.

text: In the Best in the Desert race series, an F-150 SVT Raptor R completed the "Terrible's 250" race, placing second overall in the class 8000.[25]

text: In January 2010, a single Raptor SVT (No. 439), driven by Chilean driver Javier Campillay, competed in the Argentina-Chile Dakar Rally. However, the pickup was unable to finish due to a catch-up crash with another car in the middle of the road during stage seven. In January 2011, two Raptors started in the Argentina-Chile Dakar Rally in Buenos Aires, with Campillay driving the more reliable Raptor (No. 375), and American female driver Sue Mead driving a T2 Raptor (No. 374). Mead crossed the finish line in Buenos Aires and won the "super production" class, the first North American class win in Dakar history. Campillay was unable to finish the 12th stage after losing time due to mechanical failure during the 11th stage, which led to his disqualification for failing to reach the race camp by the designated deadline.

text: Awards and recognition[edit]

text: The Ford F-150 has won numerous awards; in 2009 alone, it received:[26]

text:
Motor Trend 2009 Truck of the Year Award
2009 Best Redesigned Vehicle from Kelley Blue Book's kbb.com
Top honors as the "truck of Texas" as well as the "best luxury pickup" for the 2009 F-150 King Ranch from Texas Auto Writers Association
Automotive Excellence Award in the Workhorse Category from Popular Mechanics
"Top safety pick" from the Insurance Institute for Highway Safety for its standard safety technology: safety canopy side curtain air bags and AdvanceTrac with roll stability control
Residual Value Award from Automotive Leasing Guide (ALG) for retaining the highest percentage of its original price among 2009 full-size light-duty pickups at the end of a conventional three-year lease, based on ALG projections
Motor Trend's Truck Trend Top 5 Pickups from Specialty Equipment Market Association (SEMA) for 2009 Ford F-150 Heavy Duty DeWalt Contractor Concept
Accessory-Friendly Pickup Design Award from SEMA
"Best overall half-ton pickup" from PickupTrucks.com

text: Sales[edit]

text: Quantities of Ford F-Series sold.

text:
Calendar Year
United States
Canada

1997
746,111[27]

1998
836,629

1999[28]
869,001

2000
876,716

2001[29]
911,597

2002[30]
813,701

2003
845,586
68,375

2004[31]
939,511
71,790

2005
901,463
69,549

2006[32]
796,039
72,128

2007
690,589
73,618

2008[33]
515,513
67,749

2009[34]
413,625
81,396

2010[35]
528,349
97,913[36]

2011
584,917
96,325

2012
645,316
106,358[37]

2013
763,402[38]
122,325

2014
753,851[39]
126,277[40]

2015
780,354[41]
118,837

2016
820,799[42]
145,409[43]

2017
896,764
155,290

text: Variants[edit]

text: Medium-duty trucks[edit]

text: For most of its production, the F-Series was sold in a medium-duty conventional truck configuration alongside the traditional pickup trucks. Beginning in 1948 with the 1½ ton F-5 (later F-500), the medium-duty trucks ranged up to the F-8 (F-800). Prior to the 1957 introduction of the Ford C-Series tilt-cab, the medium-duty range was offered as both a conventional and in a COE (cabover) configuration.

text: Following the introduction of the fifth-generation F-Series in 1967, the medium-duty trucks were designed separately from the pickup truck range. Although remaining part of the F-Series range, the medium-duty trucks shared only the cab and interior with the F-Series pickup trucks. Since 1967, the cab design has changed only in 1980 and in 2000. Redesigned on an all-new chassis, the 2017 F-Series medium-duty trucks retain an updated version of the 2000-2016 F-650/F750 cab.

text: The medium-duty F-Series served as the donor platform for the B-Series cowled bus chassis produced from 1948 to 1998. Produced primarily for school bus bodies, the B-Series was discontinued as part of the sale of the Ford heavy-truck line to Freightliner in 1996.

text: Heavy-duty trucks[edit]

text: Above its medium-duty truck ranges, the Ford F-Series was used as a heavy-truck chassis during its early production. In 1951, Ford debuted its "Big Job" line, denoting the F-8 conventional.[44] In 1958, the "Super Duty" and "Extra Heavy Duty" replaced the Big Job trucks, marking the debut of the Super Duty V8 engine line.[45] In 1963, the N-Series became the first short-hood conventional built by Ford, replacing the F-900 Super Duty/Extra Heavy Duty. Although based on an all-new chassis and separate bodywork, the cab was sourced from the F-Series.

text: In 1970, Ford introduced the L-Series "Louisville" line of conventional trucks, moving all heavy truck development away from the F-Series. The L-Series/Aeromax would remain in production through 1998, as Ford exited the heavy-truck segment.

text: Vans[edit]

text: From 1948 until 1960, Ford manufactured the F-Series in a panel van configuration, largely replacing it with the Econoline in 1961. In contrast to General Motors, the panel van was never produced in a passenger "carryall" variant, such as the Chevrolet/GMC Suburban.

text: For much of its production life, the Ford E-Series vans shared a high degree of mechanical commonality with the F-Series; in the late 1970s, some body components were shared. Since the 1990s, this changed somewhat, as Ford updated the F-Series several times since 1992 while the E-Series continued on with very few changes; no powertrains were shared as of 2016.

text: Export[edit]

text: As of 2018, outside of the United States, Canada, and Mexico, the Ford F-150 is officially sold in most Caribbean countries (except Trinidad and Tobago, Saint Kitts and Nevis and Cuba), Suriname, Ecuador, Peru, Chile, the Middle East (including Afghanistan), Iceland, Angola, Burkina Faso, Cameroon, Cape Verde, Democratic Republic of Congo, Ethiopia, Gabon, Ghana, Ivory Coast, Liberia, Nigeria, Senegal, Sierra Leone, Madagascar, the Dutch territories of Aruba, Curaçao, Saint Maarten and the British overseas territory of the Cayman Islands. The SVT Raptor is sold in the United States, Canada, Mexico, the Middle East (including Afghanistan), China, Ecuador, Chile and Peru. Both are available in LHD only.

text: In Mexico, the F-150 (XLT and higher trim levels) is called the "Ford Lobo" while the F-150 SVT Raptor is called the "Ford Lobo Raptor". The F-150 XL is called F-150 XL.

text: There is a strong grey market presence of Ford F-Series trucks around the world, most notably in Europe, China, and Australia, and usually driven by wealthy car enthusiasts, as the higher end trim models are the most sought-after versions.

text: In Bolivia, Ford F-series truck are imported from the United States. F-150 single, super cab and crew cab are available with short and long bed. F-series Heavy Duty like F-250, F-350 are available in Super Cab and Crew cab with long bed, but the F-450 is available only in a chassis version. The F-150 Raptor is available, too.

text: In Australia, Ford F-series trucks are imported and converted to right-hand drive by several Australian importers, mostly by the Harrison Motoring Group, which as become the largest importer of F-Series vehicles in the Southern Hemisphere. Harrison F-Trucks have become Australia's number one converter and supplier of the famous Ford F-Series badges.

text: In the United Kingdom, most imported Ford F-Series trucks are the F-150 model, and usually the higher-end four door versions.

text: Right-hand drive versions of the F-Series for the United Kingdom and Australia were manufactured in Brazil.

text: In Argentina and Brazil, the petrol engines are often converted to also run with alternative fuels, E-96h (Brazilian-spec ethanol) and compressed natural gas (CNG). Biodiesel also is used in Diesel engines.[citation needed]

text: The addition of the 3.0l V6 turbo diesel engine could potentially make the Ford F-150 go global and in both LHD and RHD from the factory.


document_title: History of Linux

question_text: an open-source clone of unix created in the early 1990s

root

text: History of Linux

text: Events leading to creation[edit]

text: After AT&T had dropped out of the Multics project, the Unix operating system was conceived and implemented by Ken Thompson and Dennis Ritchie (both of AT&T Bell Laboratories) in 1969 and first released in 1970. Later they rewrote it in a new programming language, C, to make it portable. The availability and portability of Unix caused it to be widely adopted, copied and modified by academic institutions and businesses.

tag: p

text: In 1977, the Berkeley Software Distribution (BSD) was developed by the Computer Systems Research Group (CSRG) from UC Berkeley, based on the 6th edition of Unix from AT&T. Since BSD contained Unix code that AT&T owned, AT&T filed a lawsuit (USL v. BSDi) in the early 1990s against the University of California. This strongly limited the development and adoption of BSD.[4][5]

text: In 1983, Richard Stallman started the GNU project with the goal of creating a free UNIX-like operating system.[6] As part of this work, he wrote the GNU General Public License (GPL). By the early 1990s, there was almost enough available software to create a full operating system. However, the GNU kernel, called Hurd, failed to attract enough development effort, leaving GNU incomplete.[citation needed]

text: In 1985, Intel released the 80386, the first x86 microprocessor with a 32-bit instruction set and a memory management unit with paging.[7]

text: In 1986, Maurice J. Bach, of AT&T Bell Labs, published The Design of the UNIX Operating System.[8] This definitive description principally covered the System V Release 2 kernel, with some new features from Release 3 and BSD.

text: In 1987, MINIX, a Unix-like system intended for academic use, was released by Andrew S. Tanenbaum to exemplify the principles conveyed in his textbook, Operating Systems: Design and Implementation. While source code for the system was available, modification and redistribution were restricted. In addition, MINIX's 16-bit design was not well adapted to the 32-bit features of the increasingly cheap and popular Intel 386 architecture for personal computers. In the early nineties a commercial UNIX operating system for Intel 386 PCs was too expensive for private users.[9]

text: These factors and the lack of a widely adopted, free kernel provided the impetus for Torvalds' starting his project. He has stated that if either the GNU Hurd or 386BSD kernels had been available at the time, he likely would not have written his own.[10][11]

text: The creation of Linux[edit]

text: In 1991, while studying computer science at University of Helsinki, Linus Torvalds began a project that later became the Linux kernel. He wrote the program specifically for the hardware he was using and independent of an operating system because he wanted to use the functions of his new PC with an 80386 processor. Development was done on MINIX using the GNU C compiler. The GNU C Compiler is still the main choice for compiling Linux today. The code however, can be built with other compilers, such as the Intel C Compiler.

text: As Torvalds wrote in his book Just for Fun,[12] he eventually ended up writing an operating system kernel. On 25 August 1991, he (at age 21) announced this system in a Usenet posting to the newsgroup "comp.os.minix.":[13]

text: Hello everybody out there using minix -

text: I'm doing a (free) operating system (just a hobby, won't be big and professional like gnu) for 386(486) AT clones. This has been brewing since april, and is starting to get ready. I'd like any feedback on things people like/dislike in minix, as my OS resembles it somewhat (same physical layout of the file-system (due to practical reasons) among other things).

text: I've currently ported bash(1.08) and gcc(1.40), and things seem to work. This implies that I'll get something practical within a few months, and I'd like to know what features most people would want. Any suggestions are welcome, but I won't promise I'll implement them :-)

text: Linus (torvalds@kruuna.helsinki.fi)

text: Naming[edit]

text: Linus Torvalds had wanted to call his invention Freax, a portmanteau of "free", "freak", and "x" (as an allusion to Unix). During the start of his work on the system, he stored the files under the name "Freax" for about half of a year. Torvalds had already considered the name "Linux," but initially dismissed it as too egotistical.[12]

text: In order to facilitate development, the files were uploaded to the FTP server (ftp.funet.fi) of FUNET in September 1991. Ari Lemmke at Helsinki University of Technology (HUT), who was one of the volunteer administrators for the FTP server at the time, did not think that "Freax" was a good name. So, he named the project "Linux" on the server without consulting Torvalds.[12] Later, however, Torvalds consented to "Linux".

text: To demonstrate how the word "Linux" should be pronounced ([ˈliːnɵks]), Torvalds included an audio guide ( listen (help·info)) with the kernel source code.[15]

text: Linux under the GNU GPL[edit]

text: Torvalds first published the Linux kernel under its own licence,[16] which had a restriction on commercial activity.

text: The software to use with the kernel was software developed as part of the GNU project licensed under the GNU General Public License, a free software license. The first release of the Linux kernel, Linux 0.01, included a binary of GNU's Bash shell.[17]

text: In the "Notes for linux release 0.01", Torvalds lists the GNU software that is required to run Linux:[17]

text: Sadly, a kernel by itself gets you nowhere. To get a working system you need a shell, compilers, a library etc. These are separate parts and may be under a stricter (or even looser) copyright. Most of the tools used with linux are GNU software and are under the GNU copyleft. These tools aren't in the distribution - ask me (or GNU) for more info.[17]

text: In 1992, he suggested releasing the kernel under the GNU General Public License. He first announced this decision in the release notes of version 0.12.[18] In the middle of December 1992 he published version 0.99 using the GNU GPL.[19] Linux and GNU developers worked to integrate GNU components with Linux to make a fully functional and free operating system.[20] Torvalds has stated, "making Linux GPL'd was definitely the best thing I ever did."[21]

text: Around 2000 Torvalds clarified that the used license for the linux kernel is exactly the GPLv2, without the common "or later clause".[2][3]

text: In 2007, after years of draft discussions, the GPLv3 was released and Torvalds and the majority of kernel developers decided against adopting the new license for the linux kernel.[22][23][24]

text: GNU/Linux naming controversy[edit]

text: The designation "Linux" was initially used by Torvalds only for the Linux kernel. The kernel was, however, frequently used together with other software, especially that of the GNU project. This quickly became the most popular adoption of GNU software. In June 1994 in GNU's bulletin, Linux was referred to as a "free UNIX clone", and the Debian project began calling its product Debian GNU/Linux. In May 1996, Richard Stallman published the editor Emacs 19.31, in which the type of system was renamed from Linux to Lignux. This spelling was intended to refer specifically to the combination of GNU and Linux, but this was soon abandoned in favor of "GNU/Linux".[citation needed]

text: This name garnered varying reactions. The GNU and Debian projects use the name, although most people simply use the term "Linux" to refer to the combination.[25]

text: Official mascot[edit]

text: Torvalds announced in 1996 that there would be a mascot for Linux, a penguin. This was due to the fact when they were about to select the mascot, Torvalds mentioned he was bitten by a little penguin (Eudyptula minor) on a visit to the National Zoo & Aquarium in Canberra, Australia. Larry Ewing provided the original draft of today's well known mascot based on this description. The name Tux was suggested by James Hughes as derivative of Torvalds' UniX, along with being short for tuxedo, a type of suit with color similar to that of a penguin.[12][page needed]

text: New development[edit]

text: Community[edit]

text: The largest part of the work on Linux is performed by the community: the thousands of programmers around the world that use Linux and send their suggested improvements to the maintainers. Various companies have also helped not only with the development of the kernels, but also with the writing of the body of auxiliary software, which is distributed with Linux. As of February 2015, over 80% of Linux kernel developers are paid.[1](p11)

text: It is released both by organized projects such as Debian, and by projects connected directly with companies such as Fedora and openSUSE. The members of the respective projects meet at various conferences and fairs, in order to exchange ideas. One of the largest of these fairs is the LinuxTag in Germany, where about 10,000 people assemble annually, in order to discuss Linux and the projects associated with it.[citation needed]

text: Open Source Development Lab and Linux Foundation[edit]

text: The Open Source Development Lab (OSDL) was created in the year 2000, and is an independent nonprofit organization which pursues the goal of optimizing Linux for employment in data centers and in the carrier range. It served as sponsored working premises for Linus Torvalds and also for Andrew Morton (until the middle of 2006 when Morton transferred to Google). Torvalds worked full-time on behalf of OSDL, developing the Linux kernels.

text: On 22 January 2007, OSDL and the Free Standards Group merged to form The Linux Foundation, narrowing their respective focuses to that of promoting Linux in competition with Microsoft Windows.[26][27] As of 2015, Torvalds remains with the Linux Foundation as a Fellow.[28]

text: Companies[edit]

text: Despite being freely available, companies profit from Linux. These companies, many of which are also members of the Linux Foundation, invest substantial resources into the advancement and development of Linux, in order to make it suited for various application areas. This includes hardware donations for driver developers, cash donations for people who develop Linux software, and the employment of Linux programmers at the company. Some examples are Dell, IBM and Hewlett-Packard, which validate, use and sell Linux on their own servers, and Red Hat and SUSE, which maintain their own enterprise distributions. Likewise, Digia supports Linux by the development and LGPL licensing of Qt, which makes the development of KDE possible, and by employing some of the X and KDE developers.

text: Desktop environments[edit]

text: KDE was the first advanced desktop environment, but it was controversial due to the then-proprietary Qt toolkit used.[29] GNOME was developed as an alternative due to licensing questions.[29] The two use a different underlying toolkit and thus involve different programming, and are sponsored by two different groups, German nonprofit KDE e.V. and the United States nonprofit GNOME Foundation.

text: As of April 2007, one journalist estimated that KDE had 65% of market share versus 26% for GNOME.[29] In January 2008, KDE 4 was released prematurely with bugs, driving some users to GNOME.[30] GNOME 3, released in April 2011, was called an "unholy mess" by Linus Torvalds due to its controversial design changes.[31]

text: Dissatisfaction with GNOME 3 led to a fork, Cinnamon, which is developed primarily by Linux Mint developer Clement LeFebvre. This restores the more traditional desktop environment with marginal improvements.

text: The relatively well-funded distribution, Ubuntu, designed (and released in June 2011) another user interface called Unity which is radically different from the conventional desktop environment and has been criticized as having various flaws[32] and lacking configurability.[33] The motivation was a single desktop environment for desktops and tablets,[citation needed] although as of November 2012 Unity has yet to be used widely in tablets. However, the smartphone and tablet version of Ubuntu and its Unity interface was unveiled by Canonical Ltd in January 2013.

text: "Linux is obsolete"[edit]

text: In 1992, Andrew S. Tanenbaum, recognized computer scientist and author of the Minix microkernel system, wrote a Usenet article on the newsgroup comp.os.minix with the title "Linux is obsolete",[34] which marked the beginning of a famous debate about the structure of the then-recent Linux kernel. Among the most significant criticisms were that:

text:
The kernel was monolithic and thus old-fashioned.
The lack of portability, due to the use of exclusive features of the Intel 386 processor. "Writing a new operating system that is closely tied to any particular piece of hardware, especially a weird one like the Intel line, is basically wrong."[35]
There was no strict control of the source code by any individual person.[36]
Linux employed a set of features which were useless (Tanenbaum believed that multithreaded file systems were simply a "performance hack").[37]

tag: ul

text: Tanenbaum's prediction that Linux would become outdated within a few years and replaced by GNU Hurd (which he considered to be more modern) proved incorrect. Linux has been ported to all major platforms and its open development model has led to an exemplary pace of development. In contrast, GNU Hurd has not yet reached the level of stability that would allow it to be used on a production server.[38] His dismissal of the Intel line of 386 processors as 'weird' has also proven short-sighted, as the x86 series of processors and the Intel Corporation would later become near ubiquitous in personal computers and servers.

text: In his unpublished book Samizdat, Kenneth Brown claims that Torvalds illegally copied code from MINIX. In May 2004, these claims were refuted by Tanenbaum, the author of MINIX:[39]

text: [Brown] wanted to go on about the ownership issue, but he was also trying to avoid telling me what his real purpose was, so he didn't phrase his questions very well. Finally he asked me if I thought Linus wrote Linux. I said that to the best of my knowledge, Linus wrote the whole kernel himself, but after it was released, other people began improving the kernel, which was very primitive initially, and adding new software to the system--essentially the same development model as MINIX. Then he began to focus on this, with questions like: "Didn't he steal pieces of MINIX without permission." I told him that MINIX had clearly had a huge influence on Linux in many ways, from the layout of the file system to the names in the source tree, but I didn't think Linus had used any of my code.

text: The book's claims, methodology and references were seriously questioned and in the end it was never released and was delisted from the distributor's site.

text: Competition from Microsoft[edit]

text: Although Torvalds has said that Microsoft's feeling threatened by Linux in the past was of no consequence to him, the Microsoft and Linux camps had a number of antagonistic interactions between 1997 and 2001. This became quite clear for the first time in 1998, when the first Halloween document was brought to light by Eric S. Raymond. This was a short essay by a Microsoft developer that sought to lay out the threats posed to Microsoft by free software and identified strategies to counter these perceived threats.[citation needed]

text: Competition entered a new phase in the beginning of 2004, when Microsoft published results from customer case studies evaluating the use of Windows vs. Linux under the name “Get the Facts” on its own web page. Based on inquiries, research analysts, and some Microsoft sponsored investigations, the case studies claimed that enterprise use of Linux on servers compared unfavorably to the use of Windows in terms of reliability, security, and total cost of ownership.[40]

text: In response, commercial Linux distributors produced their own studies, surveys and testimonials to counter Microsoft's campaign. Novell's web-based campaign at the end of 2004 was entitled “Unbending the truth” and sought to outline the advantages as well as dispelling the widely publicized legal liabilities of Linux deployment (particularly in light of the SCO v IBM case). Novell particularly referenced the Microsoft studies in many points. IBM also published a series of studies under the title “The Linux at IBM competitive advantage” to again parry Microsoft's campaign. Red Hat had a campaign called “Truth Happens” aimed at letting the performance of the product speak for itself, rather than advertising the product by studies.[citation needed]

text: In the autumn of 2006, Novell and Microsoft announced an agreement to co-operate on software interoperability and patent protection.[41] This included an agreement that customers of either Novell or Microsoft may not be sued by the other company for patent infringement. This patent protection was also expanded to non-commercial free software developers. The last part was criticized because it only included non-commercial free software developers.

text: In July 2009, Microsoft submitted 22,000 lines of source code to the Linux kernel under the GPLV2 license, which were subsequently accepted. Although this has been referred to as "a historic move" and as a possible bellwether of an improvement in Microsoft's corporate attitudes toward Linux and open-source software, the decision was not altogether altruistic, as it promised to lead to significant competitive advantages for Microsoft and avoided legal action against Microsoft. Microsoft was actually compelled to make the code contribution when Vyatta principal engineer and Linux contributor Stephen Hemminger discovered that Microsoft had incorporated a Hyper-V network driver, with GPL-licensed open source components, statically linked to closed-source binaries in contravention of the GPL licence. Microsoft contributed the drivers to rectify the licence violation, although the company attempted to portray it as a charitable act, rather than one to avoid legal action against it. In the past Microsoft had termed Linux a "cancer" and "communist".[42][43][44][45][46]

text: By 2011, Microsoft had become the 17th largest contributor to the Linux kernel.[47] As of February 2015, Microsoft was no longer among the top 30 contributing sponsor companies.[1](pp10–12)

text: SCO[edit]

text: In March 2003, the SCO Group accused IBM of violating their copyright on UNIX by transferring code from UNIX to Linux. SCO claims ownership of the copyrights on UNIX and a lawsuit was filed against IBM. Red Hat has countersued and SCO has since filed other related lawsuits. At the same time as their lawsuit, SCO began selling Linux licenses to users who did not want to risk a possible complaint on the part of SCO. Since Novell also claims the copyrights to UNIX, it filed suit against SCO.

text: SCO has since filed for bankruptcy.[48]

text: Trademark rights[edit]

text: In 1994 and 1995, several people from different countries attempted to register the name "Linux" as a trademark. Thereupon requests for royalty payments were issued to several Linux companies, a step with which many developers and users of Linux did not agree. Linus Torvalds clamped down on these companies with help from Linux International and was granted the trademark to the name, which he transferred to Linux International. Protection of the trademark was later administered by a dedicated foundation, the non-profit Linux Mark Institute. In 2000, Linus Torvalds specified the basic rules for the assignment of the licenses. This means that anyone who offers a product or a service with the name Linux must possess a license for it, which can be obtained through a unique purchase.

text: In June 2005, a new controversy developed over the use of royalties generated from the use of the Linux trademark. The Linux Mark Institute, which represents Linus Torvalds' rights, announced a price increase from 500 to 5,000 dollars for the use of the name. This step was justified as being needed to cover the rising costs of trademark protection.

text: In response to this increase, the community became displeased, which is why Linus Torvalds made an announcement on 21 August 2005, in order to dissolve the misunderstandings. In an e-mail he described the current situation as well as the background in detail and also dealt with the question of who had to pay license costs:

text: [...] And let’s repeat: somebody who doesn’t want to _protect_ that name would never do this. You can call anything "MyLinux", but the downside is that you may have somebody else who _did_ protect himself come along and send you a cease-and-desist letter. Or, if the name ends up showing up in a trademark search that LMI needs to do every once in a while just to protect the trademark (another legal requirement for trademarks), LMI itself might have to send you a cease-and-desist-or-sublicense it letter.

text: At which point you either rename it to something else, or you sublicense it. See? It’s all about whether _you_ need the protection or not, not about whether LMI wants the money or not.

text: The Linux Mark Institute has since begun to offer a free, perpetual worldwide sublicense.[50]

text: Chronology[edit]

text:
1991: The Linux kernel is publicly announced on 25 August by the 21-year-old Finnish student Linus Benedict Torvalds.[13]
1992: The Linux kernel is relicensed under the GNU GPL. The first Linux distributions are created.
1993: Over 100 developers work on the Linux kernel. With their assistance the kernel is adapted to the GNU environment, which creates a large spectrum of application types for Linux. The oldest currently (as of 2015) existing Linux distribution, Slackware, is released for the first time. Later in the same year, the Debian project is established. Today it is the largest community distribution.
1994: Torvalds judges all components of the kernel to be fully matured: he releases version 1.0 of Linux. The XFree86 project contributes a graphical user interface (GUI). Commercial Linux distribution makers Red Hat and SUSE publish version 1.0 of their Linux distributions.
1995: Linux is ported to the DEC Alpha and to the Sun SPARC. Over the following years it is ported to an ever-greater number of platforms.
1996: Version 2.0 of the Linux kernel is released. The kernel can now serve several processors at the same time using symmetric multiprocessing (SMP), and thereby becomes a serious alternative for many companies.
1998: Many major companies such as IBM, Compaq and Oracle announce their support for Linux. The Cathedral and the Bazaar is first published as an essay (later as a book), resulting in Netscape publicly releasing the source code to its Netscape Communicator web browser suite. Netscape's actions and crediting of the essay[51] brings Linux's open source development model to the attention of the popular technical press. In addition a group of programmers begins developing the graphical user interface KDE.
1999: A group of developers begin work on the graphical environment GNOME, destined to become a free replacement for KDE, which at the time, depends on the, then proprietary, Qt toolkit. During the year IBM announces an extensive project for the support of Linux.
2000: Dell announces that it is now the No. 2 provider of Linux-based systems worldwide and the first major manufacturer to offer Linux across its full product line.[52]
2002: The media reports that "Microsoft killed Dell Linux"[53]
2004: The XFree86 team splits up and joins with the existing X standards body to form the X.Org Foundation, which results in a substantially faster development of the X server for Linux.
2005: The project openSUSE begins a free distribution from Novell's community. Also the project OpenOffice.org introduces version 2.0 that then started supporting OASIS OpenDocument standards.
2006: Oracle releases its own distribution of Red Hat Enterprise Linux. Novell and Microsoft announce cooperation for a better interoperability and mutual patent protection.
2007: Dell starts distributing laptops with Ubuntu pre-installed on them.
2009: Red Hat's market capitalization equals Sun's, interpreted as a symbolic moment for the "Linux-based economy".[54]
2011: Version 3.0 of the Linux kernel is released.
2012: The aggregate Linux server market revenue exceeds that of the rest of the Unix market.[55]
2013: Google's Linux-based Android claims 75% of the smartphone market share, in terms of the number of phones shipped.[56]
2014: Ubuntu claims 22,000,000 users.[57]
2015: Version 4.0 of the Linux kernel is released.[58]


document_title: The Polar Express (film)

question_text: who played the little boy in polar express

text: The Polar Express (film)

text: Plot[edit]

text: On the night of Christmas Eve, a Grand Rapids, Michigan boy is growing bitterly skeptical of the existence of Santa Claus. As he struggles to sleep, he is roused by the arrival of a steam locomotive on the street outside his home, and dons his robe to investigate, tearing the robe's pocket as he retrieves it. Outside, the train's conductor (Tom Hanks) introduces the train as the Polar Express, bound for the North Pole. The boy initially declines to board, but jumps aboard the train as it pulls away.

text: In a passenger car, he befriends a spirited and amicable girl, and a condescending know-it-all. The train stops to pick up an impoverished child, Billy, who also declines to board; Billy changes his mind, and the boy applies the emergency brake to allow him to catch up to the train, much to the conductor's chagrin. As Billy sits alone in the train's rear dining car, hot chocolate is served in the passenger car, and the girl saves her hot chocolate for Billy. As she and the conductor cross to the dining car, the boy notices she left her ticket behind unpunched, but loses hold of the ticket between the cars when he attempts to return it. The ticket reeenters the passenger car, but not before the conductor notices its absence and escorts the girl back to the rear car.

text: The know-it-all claims that the conductor will jettison the girl from the back of the train; the boy recovers the ticket and dashes to the dining car in search of the conductor, climbing onto the roof from the rear platform. He meets a hobo camping on the roof, who offers him coffee and discusses the existence of Santa Claus and belief in ghosts. The hobo skis with the boy along the tops of the cars towards the train's coal tender, where the hobo disappears. Here, the boy discovers that the girl has been made to supervise the locomotive while engineers Steamer and Smokey replace the train's headlight. The train is forced to stop while the conductor disperses a herd of caribou, whereupon the engineers return to the cabin and the boy, girl and conductor remain on the catwalk on the front of the locomotive. The throttle's split pin sheers off, causing the train to accelerate uncontrollably down a 179-degree grade and onto a frozen lake, where the engineers repair the throttle with a hairpin and drift the train to realign it with the tracks. The boy returns the girl's ticket, and as the three return to the passenger car, the boy is accosted by an Ebenezer Scrooge marionette (controlled by the hobo), taunting him and calling him a doubter.

text: The train finally arrives at the North Pole, where the conductor announces that one of the passengers will be chosen to receive the first gift of Christmas, from Santa himself. The girl discovers Billy still alone in the rear car, and she and the boy persuade him to come along; however, the boy accidentally unhitches the car, sending it back along the line to a railway turntable in Santa's workshop. The children sneak through an elf command center and a gift sorting office before accidentally being dumped into Santa's sack, where they discover that the know-it-all stowed away along with them, hoping to open his Christmas presents early. The elves rescue them as Santa arrives, and the boy grows frustrated, unable to see Santa through the crowd. A jingle bell flies loose from the galloping reindeers' reins; the boy initially cannot hear it ring, until he finds it within himself to believe. He returns the bell to Santa as he passes, and Santa selects the boy to receive the first gift of Christmas. The boy asks to keep the jingle bell, and places it in his robe pocket.

text: The children all board the Polar Express to return home, but the boy discovers that the pocket was torn and that the bell had fallen out. He returns home and awakens Christmas morning to find a present containing the bell. He holds it to his ear and shakes it; his parents, not believing in Santa, lament how the bell is "broken".

text: Cast[edit]

text:
Tom Hanks as the Hero Boy (motion-capture only), the Hero Boy's father, the Conductor, the Hobo, Santa Claus, and the Narrator

Daryl Sabara as the Hero Boy (voice)
Josh Hutcherson as the Hero Boy (additional motion-capture)

Leslie Zemeckis as Sister Sarah (motion-capture only) and the Hero Boy's mother

Isabella Peregrina as Sister Sarah (voice)
Ashly Holloway as Sister Sarah (additional motion-capture)

Eddie Deezen as Know-It-All

Jimmy 'Jax' Pinchak as Know-It-All (additional motion-capture)

Nona Gaye as the Hero Girl

Chantel Valdivieso as the Hero Girl (additional motion-capture)
Meagan Moore as the Hero Girl (singing voice)
Tinashe as the Hero Girl (motion-capture modeling)

Peter Scolari as Billy the Lonely Boy (motion-capture only)

Hayden McFarland as Billy the Lonely Boy (additional motion-capture)
Jimmy Bennett as Billy the Lonely Boy (voice)
Matthew Hall as Billy the Lonely Boy (singing voice)

Dylan Cash as Boy on Train (voice)
Brendan King and Andy Pellick as the Pastry Chefs
Josh Eli, Rolandas Hendricks, Jon Scott, Sean Scott, Mark Mendonca, Mark Goodman, Gregory Gast, and Gordon Hart as the Waiters
Andre Sogliuzzo as Smokey and Steamer (voice)

Michael Jeter as Smokey and Steamer (motion-capture only)

Chris Coppola as Gus the Toothless Boy and an Elf

Connor Matheus as the Toothless Boy (additional motion-capture)

Julene Renee as the Red Head Girl and an Elf
Phil Fondacaro, Debbie Lee Carrington, Mark Povinelli, and Ed Gale as Elves
Charles Fleischer as the Elf General
Steven Tyler as the Elf Lieutenant and the Elf Singer
Dante Pastula as the Little Boy
Eric Newton, Aidan O'Shea, Aaron Hendry, Kevin C. Carr, Bee Jay Joyer, Jena Carpenter, Karine Mauffrey, Beth Carpenter, Bill Forchion, Devin Henderson, and Sagiv Ben-Binyamin as Acrobatic Elves
Evan Sabara as a Young Boy (additional motion-capture)

text: Production[edit]

text: Architecture[edit]

text: The buildings at the North Pole refer to a number of buildings related to American railroading history. The buildings in the square at the city's center are loosely based on the Pullman Factory in Chicago's Pullman neighborhood.[5]

text: Polar Express Locomotive[edit]

text: The locomotive featured in the film is an American 2-8-4 Berkshire type steam locomotive, with a cowcatcher, modeled after the Pere Marquette 1225, which had spent many years on static display near Spartan Stadium in East Lansing, Michigan on the campus of Michigan State University, where Chris Van Allsburg recalled playing on the engine when attending football games as a child.[6]

text: In July 2002, Warner Bros. approached the engine's owner, the Steam Railroading Institute, to study the engine.[7] The engine in the film is modeled from the PM #1225's drawings and the sounds from recordings made of the 1225 operating under steam.[8] The whistle, however, was taken from Sierra Railway #3.

text: IMAX 3D version[edit]

text: In addition to standard theatrical 35mm format, a 3-D version for IMAX was also released, generated from the same 3-D digital models used for the standard version.[9]

text: Home media release[edit]

text: The film was released on DVD as separated widescreen and full-screen versions in single and two-disc special editions (with bonus features) and on VHS on November 22, 2005, one year after the film came out.[10] It was released on Blu-ray with bonus features and presented in the original widescreen aspect ratio on October 30, 2007.

text: Soundtrack[edit]

text:
Performer(s)
Title
Length

Tom Hanks
"The Polar Express"
3:25

Matthew Hall & Meagan Moore
"When Christmas Comes to Town"
4:07

Steven Tyler
"Rockin' on the Top of the World"
2:35

Josh Groban
"Believe"
4:18

Tom Hanks
"Hot Chocolate"
2:33

Alan Silvestri
"Spirit of the Season"
2:34

Frank Sinatra
"Santa Claus Is Comin' to Town"
2:35

Alan Silvestri
"Seeing Is Believing"
3:47

Bing Crosby
"White Christmas"
3:05

The Andrews Sisters
"Winter Wonderland"
2:43

Perry Como &The Fontane Sisters
"It's Beginning to Look a Lot Like Christmas"
2:40

Kate Smith
"Silver Bells"
2:39

Bing Crosby & The Andrews Sisters
"Here Comes Santa Claus (Right Down Santa Claus Lane)"
3:04

Alan Silvestri
"Suite from the Polar Express"
6:02

tag: table

text: Reception[edit]

text: Critical response[edit]

text: On Metacritic, which assigns a normalized rating to reviews, the film has a weighted average score of 61 out of 100 based on 36 critics, indicating "generally favorable reviews".[11] On review aggregator website Rotten Tomatoes, the film has an approval rating of 55% based on 202 reviews, with an average rating of 6.4/10. The site's critical consensus reads, "Though the movie is visually stunning overall, the animation for the human characters isn't lifelike enough, and the story is padded."[12] Despite the polarized reception from critics, The Polar Express has been popular among audiences. The Independent reported in 2011 that the film "is now seen by many as a classic".[13] CinemaScore reported that audiences gave the film a rare "A+" grade.[14]

text: Roger Ebert gave the film his highest rating of four stars, saying, "There's a deeper, shivery tone, instead of the mindless jolliness of the usual Christmas movie." And "It has a haunting, magical quality ..." Acknowledging comments by other reviewers, Ebert said, "It's a little creepy. Not creepy in an unpleasant way, but in that sneaky, teasing way that lets you know eerie things could happen."[15] Richard Roeper gave a glowing review to the film as well, saying that it "remains true to the book, right down to the bittersweet final image."[this quote needs a citation] James Berardinelli gave it a 3.5/4, stating that it is "a delightful tale guaranteed to enthrall viewers of all ages", and ranked it as the 10th best film of 2004.[16]

text: The character design and animation were criticized for dipping into the uncanny valley.[17] Peter Travers of Rolling Stone gave the film a 1 out of 4 stars, and called it "a failed and lifeless experiment in which everything goes wrong".[18] Stephanie Zacharek of Salon gave the film 1.5 stars out of 5 and said, "I could probably have tolerated the incessant jitteriness of The Polar Express if the look of it didn't give me the creeps."[19] Geoff Pevere of the Toronto Star stated, "If I were a child, I'd have nightmares. Come to think of it, I did anyway."[20] Paul Clinton from CNN called it "at best disconcerting, and at worst, a wee bit horrifying".[21]

text: Box office[edit]

text: The film opened at #2 and earned $23,323,463 from approximately 7,000 screens at 3,650 theaters, for a per-theater average of $6,390 and a per-screen average of $3,332 in its opening weekend. It also brought in a total of $30,629,146 since its Wednesday launch. The weekend total also included $2,100,000 from 59 IMAX theaters, for an IMAX theater average of $35,593, and had a $3,000,000 take since Wednesday. In its second weekend, it grossed another $15,668,101, averaging $4,293 from 3,650 venues and boosting the 12-day cumulative to $51,463,282 and over Thanksgiving weekend made another $19,389,927, averaging $5,312 from 3,650 venues and raising the 19-day cumulative to $81,479,861.[citation needed] The film has made $185,618,322 domestically (including IMAX re-releases), and $124,140,582 overseas for a total worldwide gross of $309,758,904.[2]

text: The film had its network TV premiere on ABC, December 1, 2006. The airing brought in 13.2 million viewers, winning its timeslot and ranking 20th in the Nielsen ratings that week, according to TVTango.com.

text: Awards and honors[edit]

text: The film was nominated for three Academy Awards:

text:
Best Sound Editing (Randy Thom and Dennis Leonard)
Best Sound Mixing (Randy Thom, Tom Johnson, Dennis S. Sands and William B. Kaplan)
Best Original Song for "Believe."[22]

text: The film was nominated at the 3rd Visual Effects Society Awards in the category of "Outstanding Performance by an Animated Character in an Animated Motion Picture."[23]

text: In 2008, the American Film Institute nominated The Polar Express for its Top 10 Animated Films list.[24]

text: The "Polar Express Experience"[edit]

text: In November 2007, SeaWorld Orlando debuted the Polar Express Experience, a Motion Simulator ride based on the film. The attraction is a temporary replacement for the Wild Arctic attraction. The building housing the attraction was also temporarily re-themed to a railroad station and ride vehicles painted to resemble Polar Express passenger cars. The plot for the ride revolves around a trip to the North Pole on Christmas Eve. Guests feel the motion of the locomotive as well as the swinging of the train on ice and feeling of ice crumbling beneath them. The attraction was available until January 1, 2008,[25] and is now open annually during the Christmas season.

text: The 4D film, distributed by SimEx-Iwerks, has been shown at other amusement parks around the world including Cincinnati Zoo and Botanical Garden, Dollywood (during the annual Smoky Mountain Christmas event), Vancouver Aquarium (2009 — 2010),[26] and Warner Bros. Movie World (during the White Christmas events in 2010 and 2011).

text: Video game[edit]

text: A video game based on the film was released on November 26, 2004 for GameCube, Game Boy Advance, PlayStation 2 and Windows, developed by Blue Tongue Entertainment and published by THQ.[27][28] The plot of the game is more different than the film version. Within this time, the Ebenezer Scrooge puppet who is set as the main antagonist of the game, attempts to prevent the children from believing in Santa Claus by stealing their tickets and trying to stop the children for reaching the North Pole.[29][30]


document_title: The Elephant Man (film)

question_text: who played the elephant man in the film

question_tokens: who played the elephant man in the film

text: The Elephant Man (film)

text: Plot[edit]

text: London Hospital surgeon Frederick Treves finds John Merrick in a Victorian freak show in London's East End, where he is kept by a Mr. Bytes. His head is kept hooded, and his "owner", who views him as retarded, is paid by Treves to bring him to the hospital for exams. Treves presents Merrick to his colleagues and highlights his monstrous skull, which forces him to sleep with his head on his knees, since if he were to lie down, he would asphyxiate. On Merrick’s return he is beaten so badly by Bytes that he has to call Treves for medical help. Treves brings him back to the hospital.

text: John is tended to by Mrs. Mothershead, the formidable matron, as the other nurses are too frightened of Merrick. Mr. Carr-Gomm, the hospital's Governor, is against housing Merrick, as the hospital does not accept "incurables". To prove that Merrick can make progress, Treves trains him to say a few conversational sentences. Carr-Gomm sees through this ruse, but as he is leaving, Merrick begins to recite the 23rd Psalm, and continues past the part of the Psalm that Treves taught him. Merrick tells the doctors that he knows how to read, and has memorized the 23rd Psalm because it is his favorite. Carr-Gomm permits him to stay, and Merrick spends his time practicing conversation with Treves and building a model of a cathedral he sees from his window.

text: Merrick has tea with Treves and his wife, and is so overwhelmed by their kindness that he shows them his mother's picture. He believes he must have been a "disappointment" to his mother, but hopes she would be proud to see him with his "lovely friends". Merrick begins to take guests in his rooms, including the actress Madge Kendal, who introduces him to the work of Shakespeare. Merrick quickly becomes an object of curiosity to high society, and Mrs. Mothershead expresses concerns that he is still being put on display as a freak. Treves begins to question the morality of his actions. Meanwhile, a night porter named Jim starts selling tickets to locals, who come at night to gawk at the "Elephant Man".

text: The issue of Merrick's residence is challenged at a hospital council meeting, but he is guaranteed permanent residence by command of the hospital’s royal patron, Queen Victoria, who sends word with her daughter-in-law Alexandra. However, Merrick is shortly kidnapped by Mr. Bytes during one of Jim's raucous late night showings. Mr. Bytes leaves England and takes Merrick on the road as a circus attraction once again. Treves confronts Jim about what he has done, and Mrs. Mothershead fires him.

text: Merrick escapes from Bytes with the help of his fellow freakshow attractions. Upon returning to London, he is harassed through Liverpool Street station by several young boys and accidentally knocks down a young girl. Merrick is chased, unmasked, and cornered by an angry mob. He cries, "I am not an elephant! I am not an animal! I am a human being! I ... am ... a ... man!" before collapsing. Policemen return Merrick to the hospital and Treves. He recovers some of his health, but is dying of chronic obstructive pulmonary disease. Treves and Mrs. Mothershead take Merrick to see one of Mrs. Kendal's shows at the theatre, and Kendal dedicates the performance to him. A proud Merrick receives a standing ovation from the audience. Back at the hospital, Merrick thanks Treves for all he has done, and completes his church model. He lies down on his back in bed, imitating a sleeping child in a picture on his wall, and dies in his sleep. Merrick is consoled by a vision of his mother, who quotes Lord Tennyson's "Nothing Will Die".

text: Main cast[edit]

text:
John Hurt as John Merrick, an intelligent, friendly and kind-hearted man who is feared by most people in his society because of his severe deformity
Anthony Hopkins as Frederick Treves, a doctor who takes John from the freakshow to work in the hospital
Anne Bancroft as Madge Kendal
John Gielgud as Francis Carr-Gomm
Wendy Hiller as Mrs Mothershead
Freddie Jones as Mr. Bytes, the ringmaster (based on Tom Norman[3])
Dexter Fletcher as Bytes’ boy
Michael Elphick as Jim, the night porter
Hannah Gordon as Ann Treves
Helen Ryan as Alexandra, Princess of Wales
John Standing as Fox
Lesley Dunlop as Nora, Merrick’s nurse
Phoebe Nicholls as Mary Jane Merrick
Morgan Sheppard as man in pub
Kenny Baker as plumed dwarf

text: Production[edit]

text: This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (October 2010) (Learn how and when to remove this template message)

text: Jonathan Sanger, the film's producer, optioned the script from the writers Christopher Devore and Eric Bergen after receiving the script from his babysitter. Sanger had been working as Mel Brooks' assistant director on High Anxiety. Sanger showed Brooks the script, which he read and decided to help finance the film through Brooksfilms, his new company. Brooks' personal assistant, Stuart Cornfeld, suggested David Lynch to Sanger.

text: Sanger met Lynch and they shared scripts they were working on (The Elephant Man and Lynch's Ronnie Rocket). Lynch told Sanger that he would love to direct the script after reading it, and Sanger endorsed him after hearing Lynch's ideas. However, Brooks had not heard of David Lynch at the time. Sanger and Cornfeld set up a screening of Eraserhead at a screening room at 20th Century Fox, and Brooks loved it and enthusiastically let Lynch direct the film. By his own request, Brooks was not credited as executive producer to ensure that audiences would not expect a comedy after seeing his name attached to the film.[4]

text: For his second feature and first studio film albeit independently financed,[5] David Lynch provided the musical direction and sound design. Lynch tried to design the make-up himself too, but the design didn't work.[4] The makeup, now supervised by Christopher Tucker, was directly designed from casts of Merrick’s body, which had been kept in the Royal London Hospital’s private museum. The makeup took seven to eight hours to apply each day and two hours to delicately remove. John Hurt would arrive on set at 5am and shoot his scenes from noon until 10pm. When Hurt was having his first experiences with the inconveniences of applying make-up and having to perform with it, he called his wife saying "I think they finally managed to make me hate acting."

text: Because of the strain on the actor, he worked alternate days.[4] Lynch originally wanted Jack Nance for the title character. "But it just wasn't in the cards," Lynch says; the role went to John Hurt after Brooks, Lynch and Sanger saw his performance in The Naked Civil Servant as Quentin Crisp.[6]

text: Lynch bookended the film with surrealist sequences centered around Merrick's mother and her death. Lynch used Samuel Barber’s Adagio for Strings to underline the end of the film and Merrick's own death. When Lynch and Sanger screened The Elephant Man for Brooks after they returned from England with a cut, Brooks suggested some minor cuts but told them that the film would be released as they made it.

text: Reception[edit]

text: This section needs expansion. You can help by adding to it. (November 2014)

text: Critical response[edit]

text: The Elephant Man was met with critical acclaim. On Rotten Tomatoes the film holds a 90% rating, based on 41 reviews, with an average score of 8.4/10. The site's consensus reads, "David Lynch's relatively straight second feature finds an admirable synthesis of compassion and restraint in treating its subject, and features outstanding performances by John Hurt and Anthony Hopkins."[7]

text: Vincent Canby wrote: "Mr. Hurt is truly remarkable. It can't be easy to act under such a heavy mask ... the physical production is beautiful, especially Freddie Francis's black-and-white photography."[8]

text: A small number of critics were less favorable. Roger Ebert gave it 2/4 stars, writing: "I kept asking myself what the film was really trying to say about the human condition as reflected by John Merrick, and I kept drawing blanks."[9] In the book The Spectacle of Deformity: Freak Shows and Modern British Culture, Nadja Durbach describes the work as “much more mawkish and moralising than one would expect from the leading postmodern surrealist filmmaker” and “unashamedly sentimental”. She blamed this mawkishness on the use of Treves’s memoirs as source material.[10]

text: The Elephant Man has since been ranked among the best films of the 1980s in Time Out (where it placed 19th)[11] and Paste (56th).[12] The film also received five votes in the 2012 Sight & Sound polls.[13]

text: Accolades[edit]

text: The Elephant Man was nominated for eight Academy Awards,[14] tying with Raging Bull at the 53rd Academy Awards, including Best Picture, Actor in a Leading Role (John Hurt),[15] Art Direction-Set Decoration (Stuart Craig, Robert Cartwright, Hugh Scaife), Costume Design, Director, Film Editing, Music: Original Score, and Writing: Screenplay Based on Material from Another Medium.[16] However, the film did not win any.

text: People in the industry were appalled that the movie was not going to be honored for its make up effects when the Academy of Motion Picture Arts and Sciences announced its nominations at the time. A letter of protest was sent to the Academy's Board of Governors to requesting to give the film an honorary award. The Academy refused, but in response to the outcry, they decided to give the make-up artists their own category. A year later, the Academy Award for Best Makeup category was introduced with An American Werewolf in London as its first recipient.[4][17]

text: It did win the BAFTA Award for Best Film, as well as other BAFTA Awards for Best Actor (John Hurt) and Best Production Design, and was nominated for four others: Direction, Screenplay, Cinematography and Editing.

text: The film is recognized by American Film Institute in these lists:

text:
2005: AFI's 100 Years...100 Movie Quotes:

John Merrick: "I am not an animal! I am a human being. I am a man." – Nominated[18]

text: Home media[edit]

text: There have been many releases of the film on both VHS and DVD. The version released as part of the David Lynch Lime Green Box includes several interviews with John Hurt and David Lynch and a Joseph Merrick documentary.[19] This material is also available on the exclusive treatment on the European market as part of Optimum Releasing’s StudioCanal Collection.[20] The film has only been released on Blu-ray Disc in the UK, however this disc will play in both Region A and B players.

text: Soundtrack[edit]

text:
The Elephant Man

Cover of the original vinyl edition

Film score by John Morris

Released
1980, 1981, 1994, 2008

Genre
Classical

Label
20th Century Fox

Producer
John Morris

John Morris chronology

In God We Tru$t
(1980)In God We Tru$t1980
The Elephant Man
(1980)
History of the World, Part I
(1981)History of the World, Part I1981

text: The musical score of The Elephant Man was composed and conducted by John Morris, and it was performed by the National Philharmonic Orchestra. In 1980, the company 20th Century Fox Records published this film's original musical score as both an LP album and as a Cassette in the United States. Its front cover artwork features the mask of John Merrick against a backdrop of smoke, as seen on the advance theatrical poster for the film.

text: In 1994, the first Compact disc (CD) issue of the film score was made by the company Milan, which specializes in film scores and soundtrack albums.[21]

text: Track listing for the first U.S. release on LP[edit]

text: Side one

text:
"The Elephant Man Theme" - 3:46
"Dr. Treves Visits the Freak Show and Elephant Man" - 4:08
"John Merrick and Psalm" - 1:17
"John Merrick and Mrs. Kendal" - 2:03
"The Nightmare" - 4:39

tag: ol

text: Side two

text:
"Mrs. Kendal's Theater and Poetry Reading" - 1:58
"The Belgian Circus Episode" - 3:00
"Train Station" - 1:35
"Pantomime" - 2:20
"Adagio for Strings" - 5:52
"Recapitulation" - 5:35

text: Cultural influence[edit]

text: The Jam's former bassist Bruce Foxton was inspired strongly by the film, and in response wrote the song "Freak" with the single's cover even making a reference to the film.[22] Produced by the multiple-award-winning Steve Lillywhite[23] and released as a single, it became his biggest hit to date and remains his only Top 40 hit. Actor Bradley Cooper credits watching the movie with his father as a child as his inspiration to become an actor. Cooper played the character on Broadway in 2013.[24] British TV presenter Karl Pilkington often has cited it as his favorite film. Pilkington's love for the film brought many new features to his various podcasts and radio shows, made with Ricky Gervais and Stephen Merchant.[25][26] Rock band The Mars Volta pays homage to The Elephant Man by having singer Cedric Bixler-Zavala dressed as John Hurt's version of the Elephant Man in mask and hat in the video for their song "Goliath". The 1990s animated TV show The Critic also references the scene in Lynch's movie where the Elephant Man is shown to the room of surgeons by having film critic Jay Sherman being displayed as an obese youth being exhibited. In the "L.A. Jay" episode of The Critic, the Elephant Man is seen driving a sports car with two women mocking Jay Sherman as "a freak".