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Introducing the ToughArmor MB411SPO-2B, a full metal 2.5\" SATA hard drive / SSD mobile rack designed to fit into a 9.5mm Ultra slimline optical disk drive bay (Ultra Slim ODD bay) that is available in All-In-One PCs and Desktop Computers. The MB411SPO-2B uses a full metal construction to ensure maximum device lifespan and is capable of withstanding the harshest environments. The EZ Slide Slim removable drive tray supports any standard 2.5\" SATA hard drives and solid-state drives (SSD) between 5 to 9.5mm height and provides hot-swap capability for quick drive removal and easy drive maintenance. In addition, the MB411SPO-2B supports up to 6Gbps transfer speed, with a receiving connector rated for up to 10,000 drive insertions.
Hope Industrial Wall Mount Keyboards are designed to provide a full-featured NEMA 4/4X-rated keyboard and pointing device in a rugged enclosure that can be mounted to any vertical surface in the factory.
As found by the automotive press such as Car and Driver in their September 1997 issue's comparison of \"Best Handling Car for more than $30K\", the NSX, due to its mid-engine layout and rear-end link travel, was susceptible to a sudden oversteer condition during certain cornering maneuvers. While this condition rarely occurred during normal driving conditions, it was much more prevalent on race tracks where speeds were much higher. To address the problem and improve the NSX-R's cornering stability at the limit, Honda added one aluminium bracket under the front battery tray and added one bracket in front of the front radiator to add more chassis rigidity replacing the entire suspension system with a more track oriented unit, featuring a stiffer front sway bar, stiffer suspension bushings, stiffer coil springs and stiffer dampers.
The NSX GT1 and GT2 Le Mans race cars started out as factory NSX-R shells. 11 of these shells were shipped to TC Prototypes in England, where they were extensively re-worked in preparation for race duty. A custom dry carbon fiber tub was bonded to the interior, and additional dry carbon fiber pieces were used to reinforce the already stiff chassis. The suspension was completely replaced by a custom setup with race dampers and aluminum control arms mated to center-nut style wheel hubs. TC added wide body fenders to accommodate the wider race tires and improve downforce.
Three Honda NSXs were entered in the 1995 24 Hours of Le Mans. Honda's factory team brought two NSXs which were entered in the GT1 class numbered 46 (naturally aspirated) and 47 (turbocharged). Team Kunimitsu Honda prepared and entered a naturally aspirated NSX into the GT2 class numbered 84; a fourth GT2 NSX was entered by Nakajima Racing with number 85 but failed to pre-qualify. Car 46 finished but was not classified for failing to complete 70% of the distance of the race winner. Car 47 did not finish due to clutch and gearbox failure. Car 84, driven by Keiichi Tsuchiya, Akira Iida, and Kunimitsu Takahashi, finished 8th overall winning the GT2 class after completing 275 laps. This NSX was featured in the original Gran Turismo, with the GT1 class car being featured in the Japanese version of the game instead.
In 1996 season, prior to the formation of factory-backed team, Team Kunimitsu entered the first NSX in the series, based on the 1995 Le Mans GT2 car in specification. Without factory support, the car's best finish was seventh in the August Fuji Speedway race. For the 1997 season, Honda officially entered the series with factory-supported NSX, which featured a chassis developed by Dome, based on the collaboration experience in JTCC series with Honda Accord and engines by Mugen. The car's debut race was at the 2nd round of the series at Fuji Speedway, with a first pole position at the fifth round race at Mine Circuit. 1e1e36bf2d