INVESTMENT MANAGEMENT DISTRIBUTERS

Benefits

Let us help take your business to the next level of financial success.
We at ING Investment Management recognize our distributors as the most important link between our investors and us. To help distributors to advise and service their clients better, we, together with our registrar (CAMS) offer a range of facilities to them.

Who can be a Distributor?

Any of the following entities can become a distributor of the products of mutual funds by obtaining an ARN code from the Association of Mutual Funds in India (AMFI) and empanelling as distributor with us: Individuals, sole proprietorships, partnership firms, companies, societies, co-operatives and trusts.

What is the process of associating with ING Investment Management as a distributor?

To associate with ING Investment Management, a distributor has to empanel with us. For empanelling as a distributor with the AMC, the distributor has to submit a duly completed Distributor Empanelment Form along with the following documents to any of our Investor Service Centres (ISCs) :

Category of distributor	Documents required in addition to the Distributor Empanelment Form
Individual	Self-attested copy of the ARN card of the individual
Sole Proprietorship	Self-attested copy of the ARN certificate of the Sole Proprietorship Letter stating the name(s) of the person(s) who will be distributing the products of mutual funds Self-attested copy of the ARN card of such person(s) Self-attested copy of the ARN card of such person(s)
Partnership Firm	Self-attested copy of the ARN certificate of the Partnership Firm Self-attested copy of the Partnership Deed Self-attested copy of the Authorised Signatories List of the partnership firm
Corporate	Empanelment Form ARN Copy (Company Name) Pan Card Copy (Company Name) Board Resolution Authorized Signatories List Memorandum of Association Cancelled Cheque Copy (For Bank Details)

On the completion of the process of empanelment, a letter confirming the empanelment is despatched to the distributor.

Can a distributor who has not obtained an ARN-code from AMFI distribute the products of ING Investment Management?

No. Only AMFI-certified distributors can distribute the products of mutual funds. No brokerage will be paid in case where the investments are through non-empanelled.

For any further queries, please contact our ISCs, SMS "ING" to 54545 or email us at advisor@ingim.co.in. You may also visit the distributors section on the website of our registrar (CAMS) on www.camsonline.com

Warid Telecom likely iPhone distributor in Pakistan

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Osama runs a Social Media Marketing Agency and a Software Product Company. He has been involved in building online communities since 1997 and his major strengths are understanding how people choose to come together and work as strong cohesive units that believe in brands or causes. His team's flagship product offers highly innovative ways to get professional teams to work better together - resulting in significantly saved time in common tasks around getting people on the same page; and also resulting in a greater sense of trust among virtual teammates. You may contact him at hashmi@cdfsoftware.com with inquiries.

Ok, this isnt something heard from industry insiders, but based on some basic analysis.

SingTel just secured iPhone distribution deals in Singapore, India, Australia and Phillipines. The latter three are via partly-owned subsidiaries.

SingTel also owns 30% of Warid Telecom now. It makes pretty reasonable sense for SingTel to push iPhone distribution in Pakistan and even Bangladesh via Warid as well, since for a hardware product like the iPhone and aggressive vendors like Apple, the margins for SingTel would depend so much on scale.

That doesn’t close the market for others – e.g. Vodacom is also using its massive global footprint to plan distribution in India alongside SingTel.

That theoretically leaves Orascom Telecom, Telenor, and China Mobile still in the game… but again it wouldnt make sense for any of these to make iphone distribution deals just for the Pakistani market (sorry.. not scale enough for the Apple beast). So they are likely to only enter if their global footprint is interested.

Orascom Telecom? Hmm.. probably not so much right away. Telenor? Already lost some key markets to Vodacom. China Mobile? Hmm… controversial economics may make Apple think twice about jumping in right away.

So that comes back to Warid being the most likely company to start iPhone distribution in Pakistan, or atleast do it with the highest margins anyway.

Ignition Distributor - Chrysler 95 - 00 T5T57171

Product ID: 11

Ignition Distributor

Click here for details.

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Ignition Distributor - Chrysler
Ignition Module Sensor - Crack Sensor
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Main Products:
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Distributor Assembly –The distributor houses the distributor cap and ignition rotor and distributes the electricity from the ignition coil to the individual spark plug wires. The distributor is turned by the drive gear on the distributor connecting to the cam shaft inside the engine. The distributor is usually found on the intake manifold assembly.

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Product Details Add to Basket Distributor

Distributor

Distributor

Unit Price/Payment:	TT/LC

Product Description

Distributor

01-2027A
01-2002
01-2026
01-2380
71-1004
126.905.205

043.905.205
113 903 031P
126 905 205
037 905 237 X
037 905 205(F)
026 905 205 AC
034 905 205 H
027 905 205 S
050 905 205 K
026 903 015 B
GR15N
126-805-205
590dk8, 590dk7
050905205ap, 037905205n
22100-j1710
33100-77560
Md314946
034905205h
33100-60gi, 229100-9830
Ff3092
C00005900k8, 00005900k7
FF3053
9230065602, 9230065604, 9230065605, 9230065606, 9230064915, 9230064919, 9230064923, 9230065800, 9230065801, 9230040010, F005D0000, 30120-PA92, 1103754, 11036679F2, 11036007K2, TD01U, TD02U, TD03U, TD22U, TD23U, TD31U, TD41U, TD42U, TD43U, TD44U, TD52U, TD55U, TD60U, TD61U, TD63U, TD76U, TD77U, TD80U, TD85U,

1--TOYOTA DISTRIBUTOR
19100-71010 2Y-4Y19100-13110 19100-44210 19100-61010
19100-31100 12R 19100-33110 19100-13280 19100-13430 19100-37100 19100-37130 19100-35140 22R 19100-73040 19050-16030 19020-11330 19030-73040 4Y 19040-74020 19020-11110 19020-16250 19050-74040 5SFE 19030-15140 19020-15180 5afe 19020-75081 1RZ 19020-75031 2RZ 19100-44050 19100-11031 19030-71100 3Y

2--MITSUBISHI DISTRIBUTOR
T6T57671 T6T57171 T6T57472 T6T58071 T6T58271 T6T87074
T2T57071 T6T87971 T3T05772 T1T12571 T6T87772 MD009102
T4T84077 T7T98582 T376267BT MD180936 MD325052 MD212633
MD190168 MD188610 MD172592 MD31494 KK137 18 200B

3--HONDA DISTRIBUTOR
TD31U/TD58U TD40U TD41U TD42U/TD48U TD44U/TD68U
TD52U/TD59U TD63U/TD73U TD60U/TD50U TD80U/TD98U
TD58U/TD34U TD61U TD81U/84/86/87 TD43U TD-03U
TD-22U/TD28U D4T97-03

4--NISSAN DISTRIBUTOR
22100-78A00 22100-H7860 22100-J1710 22100-U0100 22100-A3514
22100-H5010 22100-50K15 22100-B5000 22100-C6000 22100-C7000
22100-C800 22100-V2600 22100-B6000 22100-A3502 22100-1E420
22100-VJ262 22100-H5000 22100-21G15 22100-52A10 22100-24B01
22100-A3511 22100-1S7102 22100-K7201 22100-OM300

5--MAZDA DISTRIBUTOR
T0T57071 T6T57871 FE5-18-200 1472-18-200B FS32Z-12127C
FS32Z-12127A

6--VW DISTRIBUTOR
025905205AF 050905205AP 0237520050 0237520048 0231178009
9230081094 0237522015 0237521024

7--FIAT DISTRIBUTOR
7763389 7791188 Renault R19 SE100CX UN01400 UN01100

8--HUYNDAI--DAWOO--KIA
01103969 01103678 01103667 01103649 19631000

9--LUCAS DISTRIBUTOR
3541860 35412320

10-SKODA
115911000

Distributor with Electronic Ignition

SVDA 034 Distributor

with Electronic Ignition

for 4-cylinder Air-cooled VW & Porsche

Free shipping to anywhere in the USA

The Hot-Spark SVDA 034 Distributor with Electronic Ignition

The perfect replacement for most air-cooled VWs & Porsches

Brand new vacuum-advance SVDA 034 Distributor for Volkswagen Beetle, Ghia, Thing, Bus, Type I, II, III, IV, Porsche.

Includes 3BOS4U1 electronic ignition conversion kit already installed, ready to run in your air-cooled VW or Porsche – Just install distributor, connect the red wire to the coil's positive (+ or 15) terminal and the black wire to the coil's negative terminal (– or 1), connect vacuum hose to carburetor/throttle body and set the timing - Simple!

Zero-maintenance 3BOS4U1 electronic ignition means you won't have to fool with points and timing again – always stays in perfect tune!

Distributor is a quality reproduction of the original vacuum-advance Bosch 0 231 170 034 / VW 043-905-205, federal model distributor that came stock from the factory on the 1974 VW Beetle with 1600 engine and manual transmission. Perfect for use with the 34PICT carburetor. This distributor requires a vacuum source from the carburetor or throttle body (when used with fuel injection). Uses standard Bosch distributor cap, rotor, etc.

This is a far better distributor to run in a stock air-cooled VW than a 009 centrifugal-advance distributor, which can cause the engine to run hotter and stumble on acceleration. No more infamous 009 "flat-spot" on take-off. You should get a little boost in fuel economy, too, compared with the 009.

The Hot-Spark SVDA 034 distributor is ideal for use with most 12-volt, stock, air-cooled Volkswagens, except later models with factory electronic ignition and those with certain early Bosch fuel injection systems triggered by the distributor.

We completely disassemble each distributor; everything is checked, adjusted, lubricated, etc. We then set and test the advance curve on a distributor testing machine

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Distributor Cap –The distributor cap distributes the electricity from the ignition coil to all spark plug wires. The distributor cap is usually made of a hard plastic with internal copper contacts. The cap takes a lot of abuse from high electrical voltages and should be inspected and or replaced during a regular scheduled tune up. Most new cars today are distributor- less Ignition Systems, (DIS) and do not have a distributor, distributor cap or ignition rotor.

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The Distributor

When you remove the distributor cap from the top of the distributor, you will see the points and condenser. The condenser is a simple capacitor that can store a small amount of current. When the points begin to open, the current flowing through the points looks for an alternative path to ground. If the condenser were not there, it would try to jump across the gap of the points as they begin to open. If this were allowed to happen, the points would quickly burn up and you would hear heavy static on the car radio. To prevent this, the condenser acts like a path to ground. It really is not, but by the time the condenser is saturated, the points are too far apart for the small amount of voltage to jump across the wide point gap. Since the arcing across the opening points is eliminated, the points last longer and there is no static on the radio from point arcing.

The points require periodic adjustments in order to keep the engine running at peek efficiency. This is because there is a rubbing block on the points that is in contact with the cam and this rubbing block wears out over time changing the point gap. There are two ways that the points can be measured to see if they need an adjustment. One way is by measuring the gap between the open points when the rubbing block is on the high point of the cam. The other way is by measuring the dwell electrically. The dwell is the amount, in degrees of cam rotation, that the points stay closed.

On some vehicles, points are adjusted with the engine off and the distributor cap removed. A mechanic will loosen the fixed point and move it slightly, then retighten it in the correct position using a feeler gauge to measure the gap. On other vehicles, most notably GM cars, there is a window in the distributor where a mechanic can insert a tool and adjust the points using a dwell meter while the engine is running. Measuring dwell is much more accurate than setting the points with a feeler gauge.

Points have a life expectancy of about 10,000 miles at which time they have to be replaced. This is done during a routine major tune up. During the tune up, points, condenser, and the spark plugs are replaced, the timing is set and the carburetor is adjusted. In some cases, to keep the engine running efficiently, a minor tune up would be performed at 5,000 mile increments to adjust the points and reset the timing.

Ignition Coil
The ignition coil is nothing more that an electrical transformer. It contains both primary and secondary winding circuits. The coil primary winding contains 100 to 150 turns of heavy copper wire. This wire must be insulated so that the voltage does not jump from loop to loop, shorting it out. If this happened, it could not create the primary magnetic field that is required. The primary circuit wire goes into the coil through the positive terminal, loops around the primary windings, then exits through the negative terminal.

The coil secondary winding circuit contains 15,000 to 30,000 turns of fine copper wire, which also must be insulated from each other. The secondary windings sit inside the loops of the primary windings. To further increase the coils magnetic field the windings are wrapped around a soft iron core. To withstand the heat of the current flow, the coil is filled with oil which helps to keep it cool.

The ignition coil is the heart of the ignition system. As current flows through the coil a strong magnetic field is built up. When the current is shut off, the collapse of this magnetic field to the secondary windings induces a high voltage which is released through the large center terminal. This voltage is then directed to the spark plugs through the distributor.

Ignition Timing
The timing is set by loosening a hold-down screw and rotating the body of the distributor. Since the spark is triggered at the exact instant that the points begin to open, rotating the distributor body (which the points are mounted on) will change the relationship between the position of the points and the position of the distributor cam, which is on the shaft that is geared to the engine rotation.

While setting the initial, or base timing is important, for an engine to run properly, the timing needs to change depending on the speed of the engine and the load that it is under. If we can move the plate that the points are mounted on, or we could change the position of the distributor cam in relation to the gear that drives it, we can alter the timing dynamically to suit the needs of the engine.

Why do we need the timing to advance when the engine runs faster?
When the spark plug fires in the combustion chamber, it ignites whatever fuel and air mixture is present at the tip of the spark plug. The fuel that surrounds the tip is ignited by the burning that was started by the spark plug, not by the spark itself. That flame front continues to expand outward at a specific speed that is always the same, regardless of engine speed. It does not begin to push the piston down until it fills the combustion chamber and has no where else to go. In order to maximize the amount of power generated, the spark plug must fire before the piston reaches the top of the cylinder so that the burning fuel is ready to push the piston down as soon as it is at the top of its travel. The faster the engine is spinning, the earlier we have to fire the plug to produce maximum power.