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ElectroVoice EV TX1122 Tour-X 12" 2-way Passive Speaker

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Electro-Voice TX1122 Tour X 2 Way 12 Inch PA Speaker

Notify me when back in stock.

High-quality sound and tour durability.

The Electro-Voice TX1122 is a high power, 2-way loudspeaker system that can be used in a variety of applications where high-quality sound reinforcement is required in a lightweight package. It utilizes the DH3, high output 1.25" titanium compression driver, coupled to a constant directivity 90 degree x 50 degree horn. This combination results in a smooth response to 20 kHz and excellent pattern control in short to medium throw applications. The SMX2120 12" woofer has an FEA optimized magnet structure for very low distortion and maximum intelligibility at high SPL levels. The crossover uses steep 24dB/octave slopes with equalization for very smooth response in vocal range, extended HF, and a protection circuit for long-term reliability. It has a variety of features that make it equally suited for portable or fixed installation applications. The trapezoidal enclosure is constructed out of a combination of plywood and MDF, and coated with EVCoat for maximum strength while still remaining lightweight. The unique grille design is very strong, dent resistant, and features a rotatable logo. Four-way handles allow for gripping in a variety of positions, a pole mount allows for placement on a subwoofer or a tripod. Six 3/8" threaded points allow a single TX1122 to be suspended in a various positions. The recessed input panel with dual NL4 connectors keeps the connectors hidden, while allowing it to be used with the TX1181 subwoofer for extended sub bass on a single amplifier channel, with no additional processing needed.

  • Single 12" 2-way
  • 90 degree x 50 degree full-range
  • DH3 1.25" (32mm) diaphragm, 1" (25mm) exit pure titanium compression driver
  • SMX2120 12" (305mm) LF transducer with fully symmetric drive
  • Advanced 4th order crossover with HF protection
  • 97dB sensitivity, 130dB maximum SPL
  • 500W continuous, 2000W peak power handling
  • Pole mount for tripod use
  • (6) 3/8" threaded points for suspension
  • Freq. response (-3 dB): 60Hz - 20kHz
  • Freq. range (-10 dB): 45Hz - 20kHz
  • Rec. Hi-pass frequency: 45Hz
  • Axial sensitivity: 97dB (1W/1m)
  • Max. calculated SPL: 130dB
  • Horizontal coverage: 90 degree
  • Vertical coverage: 50 degree
  • Power handling: 500W continuous, 2000W peak
  • LF transducer: SMX2120, 12" (305mm) driver
  • HF transducer: DH3, 1.25" (32mm) diaphragm compression driver
  • Crossover frequency: 1750Hz
  • Nominal impedance: 8 Ohms
  • Minimum impedance: 5.4 Ohms
  • Connectors: (2) Neutrik Speakon NL4's
  • Enclosure material: plywood and MDF with EVCoat
  • Grille: 16 GA steel, black powdercoat, with rotatable logo
  • Suspension: (6) 3/8" threaded points - (2) on each side and (2) on the rear of enclosure
  • Dimensions (H x W x D): 24.3" x 15.0" x 15.0" (616mm x 382mm x 380mm)
  • Net weight: 44.5lbs (20.2 kg)
  • Shipping weight: 50.0lbs (22.7 kg)

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DJ Equipment › DJ Speakers › Electro Voice DJ Speakers › Electro Voice Tour X TX1122

ev tour x 1122

Electro Voice Tour X TX1122

ev tour x 1122

Regular Price $1899.99

ev tour x 1122

Regular Price $99.99

ev tour x 1122

Description

The Electro-Voice TX1122 is a high power 2-way loudspeaker system that can be used in a variety of applications where high-quality sound reinforcement is required in a lightweight package. It utilizes the DH3 high output 1.25" titanium compression driver coupled to a constant directivity 90 degree x 50 degree horn. This combination results in a smooth response to 20 kHz and excellent pattern control in short to medium throw applications. The SMX2120 12" woofer has an FEA optimized magnet structure for very low distortion and maximum intelligibility at high SPL levels. The crossover uses steep 24dB/octave slopes with equalization for very smooth response in vocal range extended HF and a protection circuit for long-term reliability. It has a variety of features that make it equally suited for portable or fixed installation applications. The trapezoidal enclosure is constructed out of a combination of plywood and MDF and coated with EVCoat for maximum strength while still remaining lightweight. The unique grille design is very strong dent resistant and features a rotatable logo. Four-way handles allow for gripping in a variety of positions a pole mount allows for placement on a subwoofer or a tripod. Six 3/8" threaded points allow a single TX1122 to be suspended in a various positions. The recessed input panel with dual NL4 connectors keeps the connectors hidden while allowing it to be used with the TX1181 subwoofer for extended sub bass on a single amplifier channel with no additional processing needed.

  • Freq. response (-3 dB): 60Hz - 20kHz
  • Freq. range (-10 dB): 45Hz - 20kHz
  • Rec. Hi-pass frequency: 45Hz
  • Axial sensitivity: 97dB (1W/1m)
  • Max. calculated SPL: 130dB
  • Horizontal coverage: 90 degree
  • Vertical coverage: 50 degree
  • Power handling: 500W continuous 2000W peak
  • LF transducer: SMX2120 12" (305mm) driver
  • HF transducer: DH3 1.25" (32mm) diaphragm compression driver
  • Crossover frequency: 1750Hz
  • Nominal impedance: 8 Ohms
  • Minimum impedance: 5.4 Ohms
  • Connectors: (2) Neutrik Speakon NL4's
  • Enclosure material: plywood and MDF with EVCoat
  • Grille: 16 GA steel black powdercoat with rotatable logo
  • Suspension: (6) 3/8" threaded points - (2) on each side and (2) on the rear of enclosure
  • Dimensions (H x W x D): 24.3" x 15.0" x 15.0" (616mm x 382mm x 380mm)
  • Net weight: 44.5lbs (20.2 kg)
  • Shipping weight: 50.0lbs (22.7 kg) Electro-Voice TX1122 Tour-X 2-Way 12 IN PA Speaker Features:
  • Single 12" two-way
  • 90 degree x 50 degree full-range
  • DH3 1.25" (32mm) diaphragm 1" (25mm) exit pure titanium compression driver
  • SMX2120 12" (305mm) LF transducer with fully symmetric drive
  • Advanced 4th order crossover with HF protection
  • 97dB sensitivity 130dB maximum SPL
  • 500W continuous 2000W peak power handling
  • Pole mount for tripod use
  • (6) 3/8" threaded points for suspension

CONTACT US - BEAT A PRICE - GEAR RENTAL - TRACK YOUR PACKAGE - RETURNS / WARRANTY INFO ABOUT US - SHIPPING INFO - PURCHASE ORDERS - CUSTOM INSTALLATION - TERMS - BLOG

ev tour x 1122

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Electro-Voice TX1122 Tour X Series 12" 2-Way Speaker 90x50° 500W

  • Vendor Electro-Voice

Electro-Voice TX1122 Tour X Series 12" 2-Way Speaker 90x50° 500W

SKU: EV-TX1122

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£843.00 Incl. VAT

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There is a free standard delivery option for most UK orders as well as a £2.99 option which means your order will arrive faster than normal.

For standard delivery your order should arrive within 2-5 working days. For the faster option it should be 1-3 working days.

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If you'd like to use Paypal  Pay in 3 , please perform the following steps.

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1/3 of the purchase price will be taken immediately and then the rest over the next 2 months the rest of the payment will be taken.

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Behind Apple’s Doomed Car Project: False Starts and Wrong Turns

Internal disagreements over the direction of the Apple car led the effort to sputter for years before it was canceled this week.

A dark glass facade of an Apple store.

By Brian X. Chen and Tripp Mickle

Brian X. Chen and Tripp Mickle have been writing about Apple’s car project since its infancy.

For the last decade, many Apple employees working on the company’s secretive car project, internally code-named Titan, had a less flattering name for it: the Titanic disaster. They knew the project was likely to fail.

Throughout its existence, the car effort was scrapped and rebooted several times, shedding hundreds of workers along the way. As a result of dueling views among leaders about what an Apple car should be, it began as an electric vehicle that would compete against Tesla and morphed into a self-driving car to rival Google’s Waymo.

By the time of its death — Tuesday, when executives announced internally that the project was being killed and that many members of the team were being reassigned to work on artificial intelligence — Apple had burned more than $10 billion on the project and the car had reverted to its beginnings as an electric vehicle with driving-assistance features rivaling Tesla’s, according to a half dozen people who worked on the project over the past decade.

The car project’s demise was a testament to the way Apple has struggled to develop new products in the years since Steve Jobs’s death in 2011. The effort had four different leaders and conducted multiple rounds of layoffs. But it festered and ultimately fizzled in large part because developing the software and algorithms for a car with autonomous driving features proved too difficult.

Apple declined to comment.

“When it started, it was aligning the stars on something Apple alone could hit a home run on,” said Bryant Walker Smith, an associate professor at the schools of law and engineering at the University of South Carolina, who spoke to Apple briefly about its project in 2015. “A decade later, the stars have realigned to make this a lot of risk and not a lot of gain.”

When Apple launched its car project in 2014 , it was among a stampede of investors, executives, engineers and companies chasing the idea of a self-driving car. After Google began testing prototypes on public roads in California , voices across Silicon Valley insisted that autonomous vehicles would soon be commonplace. Apple didn’t want to be left behind.

At the time, the company was dealing with questions from its top engineers about its next project, according to three people familiar with the project’s origins. It had just finished the Apple Watch, and many engineers were restless to begin work on something new. Tim Cook, Apple’s chief executive, approved the project in part to prevent an exodus of engineers to Tesla.

Apple also needed to find new ways to expand its business. The company was anticipating that sales of iPhones would slow in the coming years. Cars were part of a $2 trillion transportation industry that could help Apple, which by then was a nearly $200 billion business.

Despite having a vote of confidence from Apple’s chief executive, members of the team knew they were working against harsh realities, according to the six employees familiar with the project. If it ever came to market, an Apple car was likely to cost at least $100,000 and still generate razor-thin profit compared with smartphones and earbuds. It would also arrive years after Tesla had dominated the market.

The company held some discussions with Elon Musk about acquiring Tesla, according to two people familiar with the talks. But ultimately, it decided that building its own car made more sense than buying and integrating another business.

Mr. Musk did not respond to a request for comment.

From its inception, the project was troubled by differing views on what it should be, the people familiar with it said. Steve Zadesky, who initially led the effort, wanted to build an electric vehicle that competed with Tesla. Jony Ive, Apple’s chief design officer, wanted to pursue a self-driving car, which members of the software team said could be done.

Apple, which by then had $155 billion in cash, spent lavishly to hire hundreds of people with experience in machine learning, a type of A.I. technology, and other capabilities crucial to making a self-driving car. The influx of people made the project among the first that Apple had developed with so many outsiders new to the company’s culture.

The car team, composed of more than 2,000 employees by this year, included engineers who had worked for NASA and developed racecars for Porsche.

The group developed an array of new technologies, including a windshield that could display turn-by-turn directions and a sunroof that would feature special polymer to reduce heat from the sun.

To bolster morale and guidance, star executives like Mr. Ive and the head of Mac engineering, Bob Mansfield, got involved. The company acquired several start-ups to join the car team. In 2021, to steer the project toward success, Apple put Kevin Lynch, the executive behind its popular Apple Watch, in charge of the car.

Mr. Ive and his team of designers drew concepts for a car that would look like a European minivan such as the Fiat Multipla 600, which has a half-dozen windows and a curving roof. It had no steering wheel and would be controlled using Apple’s virtual assistant, Siri.

One day, in the fall of 2015, Mr. Ive and Mr. Cook met at the project’s headquarters in Sunnyvale, Calif., for a demonstration of how the car might work. The two men sank into the seats of a cabinlike interior. Outside, a voice actor read from a script of what Siri would say as the men zoomed down the road in the imaginary car. Mr. Ive asked Siri what restaurant they passed and the actor read an answer, said two people familiar with the demonstration.

But by 2016, it was clear that the car effort was in trouble. Mr. Zadesky left Apple, and his successor, Mr. Mansfield, told the team working on the project that they would be shifting their focus from building a car to building self-driving car software, said three people familiar with the shift.

Apple secured permits from California to begin test-driving Lexus sport utility vehicles outfitted with sensors and computers. It held discussions with car makers such as BMW, Nissan and Mercedes-Benz before striking a deal with Volkswagen to provide Transporter vans for self-driving shuttles on Apple’s campus.

Two more leaders took over the car effort in the years that followed. Doug Field, a former Tesla executive, laid off more than 200 employees on the project as he leaned into efforts to build its self-driving system. Then Mr. Lynch, who succeeded him in recent years, reversed the company’s plans and went back to its original idea of making an electric vehicle.

Mr. Mansfield and Mr. Field didn’t respond to requests for comment.

At the start of this year, Apple’s leadership decided that it was a better use of the company’s time to work on generative A.I. rather than the car, the company told employees in an internal meeting on Tuesday . The company said some members of the Project Titan team would be reassigned to work on artificial intelligence.

In interviews on Wednesday with The New York Times, people who worked on the project praised the decision to shutter it, saying the technology behind generative A.I. could be invaluable to the future of the company’s all-important iPhone business.

Apple’s dead car project will be survived by its underlying technologies. The company plans to take what it has learned about artificial intelligence and automation and apply it to other technologies that are being researched, including A.I.-powered AirPods with cameras, robot assistants and augmented reality, according to three people briefed on the projects.

Though the engineers working on automation software will get to work on artificial intelligence projects, others on the car team have been told they will need to apply for different roles at the company.

Cade Metz contributed reporting.

Brian X. Chen is the lead consumer technology writer for The Times. He reviews products and writes Tech Fix , a column about the social implications of the tech we use. More about Brian X. Chen

Tripp Mickle reports on Apple and Silicon Valley for The Times and is based in San Francisco. His focus on Apple includes product launches, manufacturing issues and political challenges. He also writes about trends across the tech industry, including layoffs, generative A.I. and robot taxis. More about Tripp Mickle

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