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|Topic Review (Newest First)
The parts list noted above is good as well, a lot of it is a "GM vs Ford" thing, as both make good products (just like Isky, Schneider, Comp, and Crane make some good cams).
What TechInspector said about chinese stuff is generally true. Not everything they make is junk, but I'd rather not risk it (plus, let's keep our American cars all American- and our fellow American citizens at work too).
I'm not sure where the dyno numbers came from, but note that if it's based off an actual build the numbers can vary (just like with production cars), piston rings, oil used, etc. Computer-dynos are usually accurate to + or - 10%, I think gross HP (no water pump or alternator, measured at the flywheel). Net flywheel HP I think you'd be safe to subtract 15 or 20 hp for the alternator, water pump, and power steering to get an estimated output.
BTW, I enjoyed viewing your website, and small world, we share a common bond with our cars being featured on My Classic Car with Dennis Cage, for me when he visited Anchorage during our (Midnight Sun Street Rod Association) annual show 'n shine. Unfortunately, I hadn't shot color on it yet.
I like it, Tech!!!
Look at that flat torque curve!
It might not have the peak numbers, but that thing will pull hard.
And be super streetable, to boot.
6.0 rods get up into the oil ring land and I do not advise more complexity and more things to go wrong than you need in an engine build like this, particularly for a beginner. With nominal +/- 66cc heads (production heads usually pour larger than published data), these pistons, with a 22cc D-cup will produce 9.6:1 static compression ratio. An added benefit is the tall 1.433" compression height, meaning less block deck to cut off to reach a target squish of 0.035" to 0.045".
Machining operations to the block, besides the boring and honing to +0.030 oversize, will include align honing the main bearing bores and cutting the block decks to square and to the proper block deck height to work with the piston deck height and gasket thickness to set the squish. Stock block deck height is +/- 9.025". The height of your stack of parts will be 1.875" for the crank throw radius, 5.700" for the connecting rod center to center and 1.433" for the piston compression height, for a total of 9.008". If we use a gasket thickness of 0.039"/0.040", then we will have to cut the block decks 0.017" to reach a zero deck. This will put the squish at 0.039" or 0.040", depending on the head gasket used. Decking the block will also insure that the block decks on all four corners of the block are the same distance from the main bearing centerline, meaning that static compression ratio will be closer to equal across all cylinders and will also contribute to the heads and intake manifold lining up and sealing the way they're supposed to. Thinner shim head gaskets used to be available for the 400, but not any longer. Some fellows have used 350 shims and drilled them for steam holes, but the bore of the gasket is iffy with the larger 400 bore. If you get any of that thin shim out into the cylinder/chamber at all and it glows hot, it could be a potential trouble spot for pre-ignition/detonation. Better to use a composition gasket that is engineered for the purpose and cut the decks accordingly. Speaking of steam holes, the heads will have to be drilled for them. Here's the tutorial....
I'm going to waver from my usual roller tappet song and dance here and suggest a low-cost hydraulic flat tappet cam because we're going to use the stock L31 valve springs and retainers. Our rpm limit with this motor will be 5000, so we don't need to do any changes to the heads except maybe replacing the seals, unless of course if you want to pony up 60 bucks for fresh springs. Chevrolet says if you want to keep some safety margin (total of 0.050" between the 5 coils), then you should limit valve lift to 0.430". We can move into the margin a little with this low rpm motor and use a cam with 0.450" lift if we need to. I would advise against the use of an extreme energy type cam and also against the use of rockers in excess of 1.5:1 ratio in this build.
Crane has a cam that uses easy ramps and will fall right into the static compression ratio range we will use in this motor. #10017 has an operating range of 1800-5400. Here's the 100172 kit which includes lifters. Always buy your lifters with the camshaft....that way you know they were produced by the camshaft grinder, not some fosdick Chinese outfit....
Crane's description says the cam needs a 2500 converter, but with the amount of torque we're gonna produce down low, I'd be thinkin' stock converter and a 3.50 gear. The lobe separation angle of 106 degrees will give us the bottom end bias we need and the 0.450" theoretical lift will work with our stock springs and retainers. Be sure to use feeler gauges between the spring coils at full valve lift to insure that the springs don't stack solid. In theory, they shouldn't, but theory doesn't always agree with reality. Use 16-18 degrees of ignition lead at the crank with an additional amount at the weights to bring the total initial and centrifugal to 34 degrees. That's all you need with these heads. You need more at the crank than you would with a stock cam though, for the motor to idle properly. We need to bring the idle down for use with a stock converter so we don't have to stand on the brake pedal at stoplights.
OK, we have a long block. Now, let's bolt on an Edelbrock Performer RPM intake manifold and top it off with a rebuilt Edelbrock Thunder series AVS 650 CFM, manual choke carburetor #1805. Also get the Edelbrock choke cable #8013.
Mount a 14" x 4" air filter on top. Stack two 14 x 2's if you can't find a 4" thick element. This motor needs to breathe. Speaking of that, bolt on a pair of equal-length, long-tube 1 3/4" headers and fashion either an X or an H pipe right after the collectors. Mufflers of your choice, but run the pipes to the rear of the car. Nothing is more "trailer park" than terminating the pipes under the car .
1500 122 426
2000 174 457
2500 217 457
3000 268 470
3500 315 475
4000 354 465
4500 380 441
5000 373 392
5500 326 311
There you have it boys and girls, a tire-shredding motor with a "flat-as-a-table" torque curve and a cam that will have a slightly rough idle so the OP can pose cool down at the Sonic Drive-In.
The OP should read this tutorial over as many times as it takes to make good sense of it and understand completely what it says......
Apology accepted Mark, no hard feelings.
To the others, I took it for granted that what anyone says is an opinion hence I provided 3 backups to my findings and experiences with 400 sbcs.
Maybe more of you should read with an open mind before jumping to conclusions. 2 days after the original poster asked the question and re-asked the question, I was the only one giving suggestions while the fireworks were on, finally ChevelleSS LS6 had some positive input to the original poster so thank you.
No back to our regular programming
The post is called MAX HORSEPOWER IN A SBC 400. and here is the statement and question. -
If he is going to machine it, Id recommend machining it to a 406. Not because 6 cubes produce a lot of power but rather the cylinder walls will most likely need machining (it is what the original poster said) so it would be a logical and cost effective step. I never said stroke it to 406, that was the original poster, who by the way is a self admitted beginner and is looking for advice from the pros. Give him a break for not knowing every term correctly.
He didnt mention supercharging or turbo charging so my opinion and experiences with the 400sbc tell me that if it is ready to be machined and he is looking for max hp the way the title of the thread says, machining it to 406 and using 6 rods is the way to go. Your opinion may differ & that is ok. I am not a world renowned engine builder but I do know these motors well.
Im interested as I know the original poster is as well to hear from all the wise critics that have shared there opinions, what is your opinion on the question at hand? Remember, this guy is a beginner. He wants to use an existing block & heads so he most likely will be on some sort of a budget. Tell us how you would make max hp in a 400sbc knowing he wants to use a factory block & heads? Provide proof that your opinion is a good one, not just an opinion.
Hopefully ericnova72 will be along and add his 2¢ worth- his advice is worth at least a nickel!
I owe the board and LS-57 an apology. While the basic content may be valid the way it was presented leaves a LOT to be desired. Not as an excuse, but as soon as I read those posts on the "406 stroker", and how non facts were presented as irrefutable facts, another member came immediately to mind- and from that point it was on. This other piece of work states his thoughts/opinions as if they were a fact, seemingly w/o having done even a cursory search to verify a statement before posting it as a fact. Not even a "in my opinion" or " I believe this to be so", etc. and often in a condescending manner if he's called on them
I'm relatively sure there must have been a misunderstanding of some sort that set the whole thing into motion. But in any event, hopefully this will soon be behind us and he and I can get on w/other pursuits more in keeping w/the forum in general.
Regards, Mark
I would use a cam designed to optimize low end or midrange torque (if you have a heavier car like an Impala or a vintage pickup, go with a torquier cam, if this is lighter like a Camaro or Nova, then you can run with something more 'midrange'). I suggest this cam- I do believe it will work with a stock torque converter if you have an automatic trans. CLICK HERE
Top it off with headers (smaller tubes help with torque, larger tubes are better for higher rpm) and a dual plane intake. Make sure you have 3.55 or 3.73 gears out back for good acceleration as well. Lots of older cars may have 3.23 gears or something that's great for highway but weak on acceleration. 4.10s are great for acceleration but are not as highway friendly.
It all depends on the build. Does the block need bored? Then you can say you have a 406. Is the original crank bad? You may be able to get it offset ground or even order a stroker kit. In my book, if you want a powerful street engine, save the money on the stroker and put the money into a good set of cylinder heads.
|i agree with tech on the piston dwelling and stuff like that... Very intresting dynamics, I have a qeustion I cant find short 5.5 inch aftermarket rod lengths for a 400 anymore, except H beams, and the only thing summits got cheap is a 5.7 rod. Will this mean ill have to build mine with 5.7 inch rod?
Keep it up and you WILL get served.
|I didn't mean to start everything about the 406 I am a beginner Im looking for some help with my build. I just put that out there because I have people giving me advise in my town. I am just want a powerful street engine. Im looking for any help i can get.
Please read this tutorial written by Ron Iskenderian, son of Ed Iskenderian, the famous "Camfather"....
"Tech Tip - 2005
Rod Lengths/Ratios: Much ado about almost nothing.
Why do people change connecting rod lengths or alter their rod length to stroke ratios? I know why, they think they are changing them. They expect to gain (usually based upon the hype of some magazine article or the sales pitch of someone in the parts business) Torque or Horsepower here or there in rather significant "chunks". Well, they will experience some gains and losses here or there in torque and or H.P., but unfortunately these "chunks" everyone talks about are more like "chips".
To hear the hype about running a longer Rod and making more Torque @ low to mid RPM or mid to high RPM (yes, it is, believe it or not actually pitched both ways) you'd think that there must be a tremendous potential for gain, otherwise, why would anyone even bother? Good question. Let's begin with the basics. The manufacture's (Chevy, Ford, Chrysler etc.) employ automotive engineers and designers to do their best (especially today) in creating engine packages that are both powerful and efficient. They, of course, must also consider longevity, for what good would come from designing an engine with say, 5% more power at a price of one half the life factor? Obviously none. You usually don't get something for nothing - everything usually has its price. For example: I can design a cam with tremendous high RPM/H.P. potential, but it would be silly of me (not to mention the height of arrogance) to criticize the engineer who designed the stock camshaft for this engine when I know how poorly this cam would perform at the lower operating RPM range in which this engineer was concerned as his design objective!
Yet, I read of and hear about people who do this all the time with rod lengths. They actually speak of the automotive engine designer responsible for running "such a short rod" as a "stupid SOB." Well, folks I am here to tell you that those who spew such garbage should be ashamed of themselves - and not just because the original designer had different design criteria and objectives. I may shock some of you, but in your wildest dreams you are never going to achieve the level of power increase by changing your connecting rod lengths that you would, say, in increasing compression ratio, cam duration or cylinder head flow capacity. To illustrate my point, take a look at the chart below. I have illustrated the crank angles and relative piston positions of today's most popular racing engine, the 3.48" stroke small block 350 V8 Chevy in standard 5.7", 6.00", 6.125" and 6.250" long rod lengths in 5 degree increments. Notice the infinitesimal change in piston position for a given crank angle with the 4 different length rods. Not much here folks, but "oh, there must be a big difference in piston velocity, right?" Wrong! Again it's a marginal difference (check the source yourself - its performance calculator).
To hear all this hype about rod lengths I'm sure you were prepared for a nice 30, 40, or 50 HP increase, weren't you? Well its more like a 5-7 HP increase at best, and guess what? It comes at a price. The longer the rod, the closer your wrist pin boss will be to your ring lands. In extreme situations, 6.125" & 6.250" lengths for example, both ring and piston life are affected. The rings get a double whammy affect. First, with the pin boss crowding the rings, the normally designed space between the lands must be reduced to accommodate the higher wrist pin boss. Second, the rings wobble more and lose the seal of their fine edge as the piston rocks. A longer Rod influences the piston to dwell a bit longer at TDC than a shorter rod would and conversely, to dwell somewhat less at BDC. This is another area where people often get the information backwards.
In fact, this may surprise you, but I know of a gentleman who runs a 5.5" Rod in a 350 Small Block Chevy who makes more horsepower (we're talking top end here) than he would with a longer rod. Why? Because with a longer dwell time at BDC the short rod will actually allow you a slightly later intake closing point (about 1 or 2 degrees) in terms of crank angle, with the same piston rise in the cylinder. So in terms of the engines sensitivity to "reversion" with the shorter rod lengths you can run about 2-4 degrees more duration (1-2 degrees on both the opening & closing sides) without suffering this adverse affect! So much for the belief that longer rod's always enhance top end power!
Now to the subject of rod to stroke ratios. People are always looking for the "magic number" here - as if like Pythagoras they could possibly discover a mathematical relationship which would secure them a place in history. Rod to stroke ratios are for the most part the naturally occurring result of other engine design criteria. In other-words, much like with ignition timing (spark advance), they are what they are. In regards to the latter, the actual number is not as important as finding the right point for a given engine. Why worry for example that a Chrysler "hemi" needs less spark advance than a Chevrolet "wedge" combustion chamber? The number in and of itself is not important and it is much the same with rod to stroke ratios. Unless you want to completely redesign the engine (including your block deck height etc.) leave your rod lengths alone. Let's not forget after all, most of us are not racing at the Indy 500 but rather are hot rodding stock blocks.
Only professional engine builders who have exhausted every other possible avenue of performance should ever consider a rod length change and even they should exercise care so as not to get caught up in the hype."
Again, you aren't talking stroker with the last statement, you're talking about a .030 over 400.
You're not being "torn apart", not even close, if you were, you'd know it. Lighten up.
|For comparisons sake between a 350 and a 383 if all things are equal other than the stroke the 383 would make more torque. It comes down to displacement.
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Flights to Koh Samui
Fly to Koh Samui via Bangkok with British Airways, relaxing on white sand beaches or revel in Koh Samui's partying scene.
Цена, которую Вы видите изначально, является окончательной.
Летайте рейсами British Airways — это высочайшее качество обслуживания, отличное соотношение цены и качества и отсутствие скрытых сборов.
Fly to Koh Samui via Bangkok with British Airways, relaxing on white sand beaches or revel in Koh Samui's partying scene.
Fly to Koh Samui via Bangkok with British Airways and find yourself in your very own slice of paradise less than 13 hours after leaving London. Explore some of the region's 60 idyllic islands, relax on white sand beaches, indulge in traditional cuisine and see the world from a new perspective on an elephant trek. Whether you want to party with like-minded travellers from all over the world or find some serenity in the miles of unspoilt coastline and turquoise waters, Koh Samui has something for everyone.
Our flights to Koh Samui via Bangkok take around 12 hours and 45 minutes. On your way to Thailand, our friendly cabin crew will take care of your comfort and safety throughout, leaving you to sit back and get on with enjoying your holiday.
We operate several flights from London Heathrow to Koh Samui via Bangkok every week, making it easy for you to start your holiday at a time that suits you. Make the most of airport, online and mobile check-in options and spend less time travelling, more time enjoying the destination.
Once you touch down at Koh Samui Airport, there are plenty of shared and private transport options to take you on to your final destination. Book transportation from the counter inside the arrivals hall, where a list of prearranged prices is available for travel to popular locations across the island. Alternatively, international car rental outlets are also located at the airport.
Find a hotel in Koh Samui
With a number of convenient flights leaving London for Koh Samui via Bangkok every week, it's easy to choose a comfortable flight time that suits you with British Airways. Enjoy the convenience of a 23kg checked baggage allowance as standard and make the most of our complimentary food and bar service as you relax with the latest in-flight entertainment.
The climate in Koh Samui is tropical, with high temperatures throughout most of the year. December to February tends to be dry and warm, with some periods of wet weather between September and November and dry, hot weather from March to August.

subset: commoncrawl


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This giveaway is now closed. Check back on July 4 for the winner!
Welcome to the Simple Living Media Summer Block Party! We've got 20 giveaways across the entire network this week to give you plenty of chances to win!
So we're starting off the Block Party on Simple Mom with a bang, thanks to Joovy. I'm happy to take a little break from my maternity leave in order to try out this fun Joovy Caboose Ultralight stroller with my newly expanded family. And already, it's been a hoot toting my three (three!) kiddos around on one streamlined stroller.
I'll admit I was a smidge hesitant at first to try out this stroller. After all, I've been perfectly content with our smaller stroller, and I just didn't love the thought of lugging around a larger tandem stroller. But I'm happily surprised at how lightweight and compact this stroller is… for a tandem stroller, that is.
Sure, this Caboose Ultralight is not as tiny as my single ride stroller. But it's pretty darn sweet how my two-week-old, two-and-a-half-year-old, and my five-year-old can all climb aboard and ride comfortably. It folds up nicely and fits in our trunk, no problem, and it's a breeze to snap the stroller open. I can even do it one-handed!
My newborn's Graco Snugride carseat fits perfectly in the front with the included attachment to accommodate little ones. Even though this is officially a double stroller, my toddler or preschooler can sit nicely on the backseat, and sometimes they can even snugly squish in together! It's a good thing they love each other. But if they're not feeling the love, my oldest simply stands on the back while my son enjoys the seat.
In other words, right now, this stroller fits our family perfectly.
I also love the "parent organizer," a removable neoprene strap that stretches across the handles that houses drinks, cell phones, a wallet, and the like. It's super narrow, so that when it's not in use, it hardly takes up any room.
Finally, my six-foot-two hubby loves that the handles are long enough for him to push the stroller without tripping up. His wife, a foot shorter, doesn't notice the difference, but appreciates that our height differences doesn't affect this stroller's usefulness.
It's a bit on the pricier side for a stroller, but I always value quality. To me, it's worth it to invest in one good stroller that will stand the test of time than to save a few dollars and end up buying strollers again and again. Thumbs up on this stroller — it's worth the money.
One Simple Mom reader will win a Joovy 2010 Ultralight Caboose Tandem Stroller!
How to Win
Everyone has three chances to win. Choose one or all three!
1. Comment on this post, and answer this question: Why do you want this stroller? Do you have a new little one in your family, are you a grandparent that enjoys frequent grandkid visits, is your current stroller biting the dust, do you have a friend with a baby on the way… Or something else all together?
2. "Like" Joovy on Facebook and Simple Mom on Facebook. Be sure to come back and leave a separate comment letting me know you've done so.
3. Subscribe to Simple Mom by email or in your feed reader. Leave a separate comment letting me know you're subscribed.
This giveaway will end at June 30 at 11:59 EST and is open to commenters 18 years or older. We'll use Random.org to choose winners on July 4th! I hope you win!


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The date of this event has passed. Please return to the Health Connection Calendar of Events for more information about upcoming support group meetings, classes and additional health education programs in your community.
Ministry Saint Clare's Hospital
Conference Center (use parking lot and entrance #3)
This evening will provide you with a vast amount of information to use during your pregnancy, delivery, and postpartum.Women in their first or second trimester are encouraged to attend with their spouse/support person. Find out what is available for support here in your community. View manydisplays and talk with hospital staff. Topics include fetal development, nutrition, infant safety, car seat safety, lactation support, child care resources & referral services. A tour of the Family Birth Center will be offered at the conclusion of the class. This program is free. Registration is required. If unable to register online, please call 715.393.3258, or complete form and mail form back with check payable to Ministry Saint Clare's Hospital. Please do not let program fees prevent you from registering for a class. Contact the perinatal education coordinator at 715.393.3046 to discuss options.Programs may be cancelled if minimum registrations are not met or if weather appears unsafe for travel.Participants will be notified of any cancellations due to low registration or please call 715.393.3258 to check the status of class when inclement weather occurs.
Ministry Health Care


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Posted by Julie Ask on October 31, 2011
A year ago, Forrester fielded our Q3 2010 Global Mobile Online Survey. We interviewed more than 200 executives in charge of their companies' mobile strategies around the globe (40% in the US, 40% in Europe, and 20% in the rest of the world). You can see the results from last year's survey here.
To help eBusiness executives benchmark and mature their mobile consumer strategies, we're updating this survey.
Planning and organizing for the use of mobile technologies is a complex task. Some players are laggards and think they still need to get the basics of their online presence right, while others are clearly ahead of the curve. Yet two questions we consistently hear are: "Where is my organization compared with others in the use of mobile?" and "How can we mature our mobile consumer approach?"
Here's how you can help:
If you're in charge of your company's mobile consumer initiative or if you're familiar with it, then please take this survey.
Click here to start the questionnaire.
If you're not familiar with your company's mobile consumer approach, please forward this survey to the relevant colleagues who are in charge of defining or implementing your mobile consumer approach.


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Where to Shop in Mexico: El Mercadito Frances
El Mercadito Frances is this new market in Mexico that offers mostly French fare. The site is only open during Saturdays at the patio of the French-Mexican restaurant Le Bouchon.
What's to be had here? An assortment of bread and pastries collection, wine and cheese that you cannot find anywhere else, delicious Provenal sausages and just about quality and flavorful food the French cater too. The items are expectedly a bit pricey, but you have to expect to pay high price for food this good. It's okay to splurge on this, however, as the choices really are carefully chosen to be fresh, clean and top quality.
The other reason that makes this place a must-visit is the selection of fresh seafood. Polanco generally has little access to fresh fish and other seafood fares but since this Saturday market can into inception, many actually do come or the fish.
Espresso is served at the bar for shoppers, compliments of the restaurant. And there are several seats at the patio, if shoppers want to spend their Saturday morning here.
The Mercadito is open between 9:30 am to 1:30 pm only.


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Posts Tagged 'Kate Faulkner'
The spring Property Investors Show will be held at London's ExCel between the 18th and 19th March 2011 and is free to attend.
The show will cover both UK and overseas property and apart from the exhibitors there will also be a programme of seminars and debates.
Some of which are:
- How to spot a boom and bust … before they happen
- How to spot deals on the open market
- Buying at auction – how to find the deals and buy them
- Help! … My tenant is a criminal
- How to make a fortune out of the coming Spanish property crash
- Investing for rental yield and capital growth
- Why Turkey? More specifically … why Istanbul?
- Hotel Investment … Profitable? Passive? Prudent?
- Property options – No deposit, no finance required, risk free
- Utilise your roof! .. How to use solar power to increase cash flows and property valuation
- How to choose a buy to let investment … in the current market
- Financial management for property investors
- How to find joint venture partners
- Avoiding a bad tenant
- What the next 2 years holds in store … and how you should prepare
The seminar programme is split between three rooms and is designed to be relevant to both novice investor to portfolio landlord.
Click here to find out more about the Property Investor Show.
Property Investment Media present the Property Investor Show 2010 to be held at London's ExCel between 14th and 16th October 2010.
The seminars will be broken into two sections:
- Investor Seminars – that will cater for the issues of private investors from the novice to the portfolio landlord
- Overseas Property Professionals (OPP) and Property for Finance Professionals (PFP) – will cater for the agent, developer and finance professionals and be presented by senior industry figures.
The seminar speakers are:
Stephen Fay, David Burgess, Richard Bowser, Nick Tadd, Vanessa Warwick, Paul Shamplina, Richard Cash, Stuart Law, Heidi Garbade, Steve Bolton, Raquel Perez, David Sandeman, Martin Helm, Robin Pilley, David Healy, Simon Zutshi, Michelle Prunty, Rod Thomas, Monica Barnett-Haris, Lloyd Walker, John Lee, Chris Rathbone, David Coughlin, James Davis, Graham Pyle, John Davies, Lee Beven, Sally Lawson, Tom Entwistle, Aphrodete Dimitriou, David Weatherall, Kate Faulkner, Volkan Mahmut, David Lawrenson, Luke Chadwick, Mark Sharp, Paul Ribbons, Peter Kirkham, Luke Chadwick, Brad Lincoln, Bob Lettman, Eric Kuhne, David Le Lacheur, Kurt Fraser, Margaret Wylde, Anwar Harland-Khan, Guy Tolhurst, Chris Hall, Robert Whitton, Richard Chamberlain, Rene Mulder, Irina Kryuchkova, Conrad Moonen and Geoff Hadwick.
Entrance to the exhibition is free but there is a small charge for some of the seminars.
Click here to find out more the property investor show.


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The Crystal Maze - 2 of 8 Available
Old Granada Studios, Manchester..
Choose Tickets
13+ only. 13s to 17s must be accompanied by an adult. No refunds will be given for incorrectly booked tickets.
More information about The Crystal Maze - 2 of 8 Available tickets
To book by phone, please call 0844 871 8805 (Calls cost 7ppm plus standard network charges)
If you have a pre-paid voucher code click here.


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Armie Hammer
Taking over Manhattan's Ziegfeld Theatre, the cast of "The Man From U.N.C.L.E." showed up for the Big Apple premiere on Monday night (August 10).
Armie Hammer, Henry Cavill, Alicia Vikander, Hugh Grant and Elizabeth Debicki joined writer/director Guy Ritchie in greeting fans and posing for photographs ahead of the screening.
Stepping out for some promotional duties, Henry Cavill and Armie Hammer showed up at Claridge's Hotel in London, England for a photocall for their new film "The Man From U.N.C.L.E." on Thursday (July 23).
Joined by costar Alicia Vikander, the "Man of Steel" stud and the "Social Network" hunk looked handsome as they posed next to director Guy Ritchie, Hugh Grant and Elizabeth Debicki.
While the ladies always tend to get in on the magazine fun, Esquire decided to give a few fellas a shot at glory with their Mentoring Issue for October 2014.
"Palo Alto" star James Franco explained that he admires Andy Warhol. "I look at Andy Warhol, who did film, he painted, he did photography, he produced music—to me that is a model where I can just say, 'Yeah, why not?'"
It's going to be a very Merry Christmas for Armie Hammer and his lovely wife Elizabeth Chambers as they're expecting a child at year's end.
The "Social Network" stud and his television host lady celebrated four years of marriage last month and they're ready for the next big step.
Hard at work on their new project, Henry Cavill and Armie Hammer showed up on the Rome, Italy set of "The Man From U.N.C.L.E." last night (October 3).
The "Man of Steel" stud and the "Lone Ranger" hunk both looked a bit precarious as the rode around together on a Vespa scooter while the cameras rolled.
Continuing on his massive promotional tour, Armie Hammer showed up at the premiere of "The Lone Ranger" in Paris, France last night (July 24).
Joined by his gorgeous wife Elizabeth Chambers, the "Social Network" hunk looked handsome as he worked his mojo for the local paparazzi.
Continuing to show off their hard work, the stars of "Lone Ranger" attended the UK premiere in London, England on Sunday (July 21).
Looking dapper, star of the film Johnny Depp wore a black suit and unbuttoned undershirt while he posed for photos with his fellow cast members.
Continuing on his promotional path, Armie Hammer showed up at the El Capitan Theatre in Hollywood yesterday (July 2).
The "Social Network" stud initially strolled up in a casual grey t-shirt to prepare for an appearance on " Jimmy Kimmel Live," though later he rode up on a scooter to plug his new flick "The Lone Ranger."
They're known as one of Hollywood's most charming couples, and now Armie Hammer and his wife Elizabeth Chambers reveal the secrets behind their strong relationship in the July/August 2013 issue of Town & Country magazine.
While sitting down with the mag, the darling pair discussed how their relationship began.
Showing some love to his fans in the Big Apple, Armie Hammer dropped in for a surprise appearance honoring local heroes in New York City on Monday (June 24).
Decked out in a blue suit, the "Lone Ranger" hunk spoke to the excited crowd as part of the Lone Ranger Ride for Justice tour, which allows fans to win movie passes and other prizes for spotting a statue of the famous character and Tonto.
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A disclaimer
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Crotched Mountain conference focuses on making trails accessible
By MEGHAN PIERCE
Union Leader Correspondent | September 24. 2013 9:43PM
Janet Zeller, a Nation Accessibility Program Manager for the U.S. Forest Service, teaches the new federal guidelines regarding the accessibility of nature trails during the Sustainable Trails for All Conference at Crotched Mountain Rehabilitation Center in Greenfield Tuesday afternoon. (MEGHAN PIERCE PHOTO)
Crotched Mountain Rehabilitation Center opened its accessible trail system in 2011 after working with Zeller and trail designer and builder Peter Jensen to build the trails to be easily accessible to people of all abilities, including people who use wheelchairs for mobility, seniors and families with children.
Zeller and Jensen designed the trail system to the standards of the soon-to-be-released federal guidelines, LaRose said. So they serve as a perfect example during the conference.
For many at the conference the guidelines will serve as a model in best practices for trail building, but for others knowing how to design and build a trail to these new standards is part of their job. The guidelines apply to new or altered federal trails.
What she learns at the conference will also be passed on by her to 10,000 volunteers who help maintain the more than 2,000 miles of trails that are part of the New York-New Jersey Trail Conference, she said.
That project didn't meet the accessibility standards Wheelchair Health in Motion had intended it to, Seidel said, so he was at the conference to learn the guidelines and hands- on skills Jensen was teaching so that perhaps in the future the Newbury trails could be made more accessible, he said.
"We hope as many people as possible will incorporate these guidelines," LaRose said. "Somebody who has a disability can hike on a trial for a good length of time with their family and not be left behind. It can be a challenging experience. It can be a beautiful experience. They'll be able to experience that together. We think that's very important."
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New New Hampshire state poet laureate wants to be ambassador for the art form
By SHAWNE K. WICKHAM
New Hampshire Sunday News | November 24. 2013 8:18PM
Too many people were intimidated by poetry in school, she said. "They feel that there's hidden meaning, that it's obscuring something, it's making them feel stupid, so they avoid it, thinking it's not for them."
One of her first ideas is to bring her book, "Strange Terrain: A Poetry Handbook for the Reluctant Reader," into libraries, schools and reading groups around the state. "Because that book is about how to feel more comfortable with poetry without necessarily getting it."
Soon after, she enrolled in a graduate program in poetry at the University of New Hampshire and began to focus on her writing.
"I think that poetry slows us down, and helps us reflect on our lives. Most of our lives are activity: what are we doing and how can we do more. And we're so stressed because we're doing so much already.
Technology has contributed to a loss of appreciation for the crafting of words, she said. "Texting and emailing and all that, it's a great quick communication and it connects people, but it doesn't have that human element," she said.
That's part of her mission as poet laureate, she said. "I guess I would hope that by bringing poetry to people, we could have that conversation, that poetry is a craft. It's not just 'let me tell you what happened today.'"
Nature, music, a turn of phrase, even some tidbit of science can trigger her to explore something in poetry.
"I think if everybody wanted to write poems, I'd be perfectly happy, but there has to be some criteria for what a poem is made up of, and it's not just self-expression. It's more than what you would write in your diary or say to your best friend over tea. It's an art."
For the first time, the poet laureate post comes with an honorarium of $500 a year to help fulfill her mission. Funding comes from the Walter Butts' New Hampshire Poet Laureate Fund, created in memory of the late poet laureate who died earlier this year, and coordinated through the Poetry Society of New Hampshire.
"But you don't become a poet if you want to get rich," she said.
To read some of her poetry, visit: alicebfogel.com.
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GameSpot Asia Beat Ep. 14: A Street Fighter Retrospective
This week's Asia-centric gaming podcast details the enormous history of the Street Fighter series. From 3D iterations to the nonsensical Hong Kong comics, nothing is spared.
The Dreamcast version of Alpha 3 keeps all the great modes and additions from the PlayStation version but also uses the more powerful hardware to its benefit, delivering larger character sizes, sharper and more colorful graphics, and extremely minimal load times.
Check out your favorite Street Fighter characters in Shadowverse.
This week's Asia-centric gaming podcast details the enormous history of the Street Fighter series. From 3D iterations to the nonsensical Hong Kong comics, nothing is spared.
It's Video Game History Month, and GameSpot is starting out with the Street Fighter Series! We'll be live streaming some of the classics: Fighting Street, Street Fighter II, Street Fighter ...
What's the one piece of video game music that goes with every single thing on the Internet? If you're not completely across the magical powers of this Street Fighter theme ...
Celebrate Video Game History Month with a sampling of the people, hardware, and events that made the industry what it is today.
Capcom expects latest PS3, 360 installment in fighting series to go platinum as game launches in EU just days after US launch; franchise hits new console shipment milestone.
The hero of the Street Fighter series brings his mighty dragon punch to bear in the All-Time Greatest Game Hero competition.
Take a trip back in time as we look at the highs and lows of Sega's last console.
Publisher looking to ramp up availability of original PlayStation and PSP games on Sony's downloadable-game service during the next few months.
After being the subject of fans' derision for months and critics' barbs for hours, Street Fighter: The Legend of Chun-Li finally hit movie theaters last Friday. The result was the ...
For the first time since Jean-Claude Van Damme and Raul Julia (in his final role) duked it out in 1994, a Street Fighter film is premiering across the US. News ...
Director of roundly panned adaptation is turning another classic game into a Hollywood actioner.
Capcom announces a series of events that will commemorate the 15th anniversary of its fighting game series.
Onimusha 2 and Auto Modellista are among the games that will be shown at this year's E3.
The latest game in the Alpha series will come to the GBA with some extra characters.
We take the handheld version of Capcom's most recent Alpha game for a test and check out the new characters.
See new screenshots of games such as Street Fighter Alpha 3, Super Mario Advance 2, Guilty Gear X, and more.
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Maybe someone should ask Obama what papers and magazines HE reads
posted at 8:39 am on October 4, 2012 by Libby Sternberg
Some on the left think PBS moderator Jim Lehrer was partly to blame for the president's poor showing in the first debate with Republican presidential nominee Mitt Romney. No, it wasn't Lehrer's lack of control of the debaters—if anything, the free-roaming sparring of the candidates versus a micromanaged back-and-forth was refreshing.
But the Obama campaign might want to pin some blame on the media in general for giving the president such an easy ride over the past four years. The president was completely unprepared for substantive push-back and thus ended up looking like the proverbial deer in the headlights during the many moments where Romney challenged the president's assumptions.
On MSNBC the morning after, New York magazine's John Heilemann, however, provided this excuse for Obama's bad night: the president, having to handle the burdens of the office, didn't have time to prepare adequately. But isn't being president enough preparation? Incumbents have the advantage of living deep inside the issues being discussed. They shouldn't have to study as hard as the challenger—they've participated in the policy battles under discussion.
But often, the president looked and sounded as if he didn't really know what he was talking about or how to adequately answer Romney's points. When Romney started discussing the flaws of Dodd-Frank legislation, for example, the president looked adrift and unsure, as if he didn't really know the specific details Romney was mentioning and therefore couldn't weigh in for fear of showing his ignorance. This prompted one member of my household to say: Romney should ask Obama if he's actually read the bill.
Certainly, his debate performance indicated there was a good chance he'd not done so. He was without rhetorical weaponry. He had nothing to fight back with because it appeared he really didn't know as much as Romney did about the issue at hand. This happened on more than one occasion, leading me to wonder what the heck the president was scribbling all those times he kept looking down and taking notes as if earnestly looking busy would demonstrate his command of the subjects.
On the few issues where he seemed comfortable with details, he played defense. In particular, on health care, Romney put the president in the position of spending precious time talking about how terrific the health care panels would be—not something Obama's team has wanted to focus on, as a Wall Street Journal editorial noted:
In particular he put Mr. Obama on the defensive about the so-called Independent Payment Advisory Board, the 15-member "expert" and unelected commission that will tell doctors how to practice and seniors the treatments they are allowed to receive. The President struggled to stick to his own talking points, perhaps because the damaging details speak for themselves.
Again and again, Romney brought up details of various issues that seemed to leave the president befuddled, unable to adequately respond for fear of saying something uninformed. The president was virtually silent when Romney mentioned green energy company failures (and those companies' connections to Obama donors), oil company tax deductions' impact on small companies, and the lack of bipartisan support for Obamacare.
The president only had talking points, or the spin he might have read in liberal-leaning publications or heard on liberal-sympathetic TV. So he could try to talk about the importance of regulating financial institutions only in clichéd terms, but he gave no indication he really knew what was in that Dodd-Frank bill to begin with.
That leads me back to my earlier point: one of the reasons the president wasn't prepared was because he's not really faced an adversarial press. The media hasn't been interested in the administration's flaws, failures or even outright scandals. Dodd-Frank? Great idea! Green energy investments gone bad? Ho-hum. Unemployment still high? Bush's fault. Border agents killed because of botched gun-running scheme? Republicans playing gotcha politics. Terrorist attacks on anniversary of 9/11? Anti-Muslim film made them do it! Afghanistan policy in shambles? Where's that country again?
If the president has been reading and viewing the news, he's probably been under the impression his ideas are winning and he's made some stumbles, faced some "bumps in the road," but nothing more. He hasn't had to defend his positions or analyze his failures.
So here's a question for the next debate moderator to ask: What magazines and newspapers do you read, what news do you listen to, Mr. President? If the answer is the New York Times, Vanity Fair, the New Yorker, NPR, the Washington Post or any other so-called mainstream news outlet, you know why the president is so uninformed.
Libby Sternberg is a novelist


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a place for zinesters - writers and readers
August 26, 2012 from 12pm to 5pm – William Way Community Center An event for women (and dude feminists) to talk about how zines have shaped their view of the world. There will be workshops and raffles, good music and new friends. Organized by rad feminists | Type: feminist, zine, fest
November 17, 2012 from 4pm to 6pm – Sasona Coop, 2604 Paramount Ave. Austin, TX Austin Free Skool brings you Yes, Ma'am's Feminist Discussion this Saturday, where we will discuss Misogyny and Internet Harassment. Instead of showing a presentation this time, we are going to leave… Organized by Yes, Ma'am | Type: feminist, discussion, class
December 1, 2012 all day – Sarah Lawrence College A zine fest focusing on feminist and queer zines. The event will feature tables for zinesters to sell zines and merch, readings, a panel on zine culture and the importance of zines, and zine making w… Organized by Ciaran Rhodes | Type: zine, fest, feminist, queer


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'"But I want to be called upon," Miller passionately told a throng of reporters and cameras Monday inside First Niagara Center. "I'm working, getting myself ready to play. I don't want things to get mixed up. I'm here to win. That's the emotion you get from me. If I'm discouraged and if I'm (ticked) off, that's just how it is. I want to win. I don't want to be out there getting scored on. I don't want to be pulled out of the game. I want to (expletive) win the game."'
Miller out to prove net worth
November 8, 2011 Submitted by
Via: Niagara Gazette


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By Richard Clarke
Arsène Wenger has dismissed talk of leaving Arsenal in the strongest terms.
The manager's quotes in the French press on Saturday suggested the 62-year-old may consider his future at the end of the current campaign if he felt he could not take the team forward.
But, as he celebrated his fifth successive Premier League win, Wenger set out an unequivocal position.
"I have a few more years to go," he said. "I will stay and that's it. It was a little sentence if you read well.
"I can only speak for me - the Club can decide to get rid of me tomorrow morning and I cannot interfere with that decision - but I am totally committed here and I will show you that at the end of the season."Copyright 2017 The Arsenal Football Club plc. Permission to use quotations from this article is granted subject to appropriate credit being given to www.arsenal.com as the source


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By Chris Harris
Arsène Wenger has pinpointed the two victories that transformed Arsenal's Premier League campaign.
The Frenchman has overseen a strong recovery after a difficult start to the season, guiding his team into the top four after Robin van Persie's stunning volley against Everton secured a seventh win in eight top-flight games.
The captain has already netted 15 times in the league this term but Wenger believes a goal from one of his other forwards changed Arsenal's fortunes after the international break in September.
"We play every game under massive pressure but maybe when Andrey Arshavin scored against Swansea [it was a turning point] - that was a game we absolutely had to win," said Wenger.
"After that maybe the [5-3] victory against Chelsea, that helped our confidence. And in the Champions League we did well too. We didn't get any credit in the Champions League, but we played Udinese who were top of the Italian league, and finished top of our Champions League group.
"We never got credit because when people decide you are a bad team, you are a bad team. We have to work slowly and let people talk.
"We are a bit more mature," added Wenger. "We still want to improve our style and be faithful to our style.
"We had a fantastic game at Wigan last week so overall it was important to win the game on Saturday. Everton did very well to stop us from playing, they have very intelligent players."Copyright 2017 The Arsenal Football Club plc. Permission to use quotations from this article is granted subject to appropriate credit being given to www.arsenal.com as the source


text: Again, I don't know what really went on with Zhulin and I/K, but it is really common for skaters to feel they are not getting enough attention from coaches when the coach has multiple elite students, especially direct competitors. I've always been amazed we never had an inkling of that (to my knowledge) come out of Canton all those years. Even the "big split" doesn't seem to come down to that type of problem.


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|Topic Review (Newest First)
|You guys should write a text manual or something.A friend of mine swears up and down that this wheel hop problem is coming from wore out body mounts.He thinks this is were the chassis flex is coming from.Do you think he has smoked to much funny stuff or what???
|I've always been the one to play the devils advocate my self. So don't worry, absoulutly no offense takes at all. I still learnig a lot about chassis myself. The typical dirt car will set the upper right bar front link slightly higher than the left to get the car to turn left better. I always thought that the bar would change the radai that the upper bird cage would index to, loosens the rear end. As it turn out, that just another way to preload the right rear and still maintain cross weight percentages. Does the same thing.
I am not trying to fight with ya, I just like a good argument. Makes it interesting. I think from your previous post we are sortof on the same page now. I must admit circle track is not my gig. Seems to me the weight in of the cars in the corners would tend to load the right harder than in straight line. Plus we are talking dirt versus paved. Just a different world IMO.
As for 4 links they work exactly the same and axle torque is the same. This is what I was getting at on preload. Usually you turn the top right bar around 1/2 turn past where it starts to load up. This will actually raise the right side of the car and load the right tire. When the car launches the axle torque will level out the car and counter act the preloaded condition.
As for the coil setup that started this conversation......I have a friend who ran in the tens with a 80 malibu on stock suspension. He was running an air bag on the right side and a set of SSM lift bars. The car hooked really good on the street. The bag kept it level, and the lift bars really helped keep the *** end planted.
Try Original Parts Group part #2001610, no hop traction bars(just happened to have gotten the '03 monte/El camino OPG catalog the other day), have worked pretty well in past g-bod applications.... haven't tried in a monte yet, but they are great for El Camino's and they are a bit lighter in the ***** end, only cost $130 for the set too
dunno if this will cure the original problem but regardless it'll help you hook up better, as they cleared up wheel hop on my buddy's 87 el camino
I sorta disagree with the statement about drag racing chassis and circle track being completely different. After all, roundy round is nothing more than two drag strips connected at each end. Both types of competitions try to do the same thing, race down the straights.
Heres what I have found:
Drive shaft torque in the counter clockwise rotation will want to pull up on the right rear because it attempts to take the whole axle with it. Even though the right rear is more loaded with weight the car, the car still want's to drive off the left rear causing the car to go right. How do you explain this? The axle will twist to the right side on launch, this loads the the right rear, the weight of the chassis will push the right rear down. You would think this would counteract the tendency to unevenly distribute the weight to one side or another but the key is, that with an open differential,(which circle trackers never use) the tire with the least amount of traction will get the most power, hence a 1/8 mile burnout. In this case your right, you would add a round of wedge or preload to the right rear to get the car to launch straight. However, the bags or screw jacks or whatever are intended to increase weight on the right rear to counteract the torque twisting of the drive shaft, assumes the rear end is located with some sort of leaf spring or coil over. But, if the rear is either a IRS or a four link, the transfer of weight doesn't happen the same. With a four link rear, the axle doesn't twist in the same direction as rotational torque of the drive shaft.
My knowledge was being applied to a different type of suspension. You can beat me if ya want
|I'll check it out and see what I can find. Fight with ya later!
Yes, I understand chassis engineering. Kindof have to be to design and build a new chassis for a vehicle. I hate to be the bearer of bad new to you, but you are mistaken on this application. Circle track and drag racing are two different animals......totally different.
While wieght is transferred to the rear right the axle torque will cause the rear right tire to lift. If you go back and look at what ever books you have read you will see this. This is why drag cars add preload to the right rear suspension to counteract the lifting of the rear right tire on launch. If it is not done, the car will not launch straight. This is also why any one holer street car will spin the right rear tire every time.
Tyson, You need good bushing's that support the rear end, Good geometry to start with, things like ensuring the rear is square with the centerline of the car and all angles are correct.
With a little tuning. if there are adjustable, And stiffen the chassis than you will be well on your way to long burnout's with out the shakes. Sounds as if you just have too much flex into the chassis. If applicable, build a roll cage. If not, than things like frame connectors and sway bars and other stuff should get you what you want.
|So is what you are trying to say is that i should try to get more weight transfer or WHAT?????Or should i try to stiffin the frame????
TurboS10, Please don't take this as a aggressive response. You are confused slightly. I don't know how much chassis dynamics you do know so I will explain. If you already know this then good,will be elementary for you.
As engines turn counter-clockwise the torque of the engine will attempt to lift the left front tire. That weight, expressed in pounds, will be transfered the the right rear. If you ever watch a circle track race you would have surely heard of cross weight's,weight jacking or wedge. They all mean the same thing. It just a theory that states when you move weight from one corner the opposite corner's weight will decrease as well as increase the the adjacent corners weights
Lets say you have a table top with four legs. If you friend stands in the middle of the table than the weight of you friend will be the same on all four legs. If you friend moves to the right then the weight will be increased on the right side and reduced on the left side. If you friend moves to the right rear than the weight increase will follow him wherever he go's.
Engine torque lifting the left front "leg" will make you friend lean his body toward the left front in order to keep himself sliding off. This will increase the weight of the right rear and left rear(although not to the same extent as the right rear) because of the weight transfer. This act of weight movement will load the right rear first.
Take a look at my avatar, that's me in the yellow car, No. 11. This car makes 770 horsepower at 8600 RPM with a RPM limit of 9200, using methanol fuel. If you look real close you can see that the left front tires is lifted nearly a foot off the ground. This pic was taken while coming out of the middle of the corner. I get back on the throttle just before mid-corner and the engine torque coupled with good forward bite and indexing of the bird cages will transfer weight to the right rear so violently that the wheel will lift and it will be carried all the way down the chutes. It only comes down for a split second while braking to make the next corner. This is a classic example of weight distribution. I have tried to add weight from the right rear and add it to the left front(called weight jacking, Nascar uses screws in the back glass to do the same thing) to move the weight around to keep the front down so it will steer better. But I lose a certain amount turn in weight on the left front in mid turn due to the weight transfer to the rear when the bird cages index and moves the weight. So it's easier and faster for me to just three wheel it. The left front tire only touches the ground twice for about a total of three seconds on 12 1/2 second lap time.
I hope I have explained this well enough. Please feel free to reply and challenge anything I have said.
|Dave E Shank
|HEY TYSON: iI was at Street Rod Nationals last week and attended a technical seminar on leaf spring suspensions. It was put on by Eaton Detroit Spring, Inc. www.eatonsprings.com or 313-963-3839 or email@example.com E mail The owner talked about your type of problems and said to call with problems and they would be glad to help solve difficulties like yours....DAVE
|Can't be the posi i have broke several different kinds
Dude were you at big valley this last weekend? Good stuff there,
anyway, this might sound kinda wierd but what if it's the posi in the diff slipping intermittently???? Kinda like a grab, let loose, grab, let loose vibration that's shaking the ******* outta your ride?
Like you said though, I've done lots of research into those rear ends and yes your overpowering it, thats' why it's chewing through axles and could be the source of your wheel hop.
Just my Opinion, I'll have to do some research for this one.
|It produces good power so under take off,when i am doing 50 km,when ever i give it a chance to.The wheel hops are very extreme,breaking axles and housings etc....
I am curious how bad the wheel hop is. Does it just do it once on take off, or does it shake the car under power?
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