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JOHNSON CITY, Tenn. (Feb. 14, 2008) -- The ETSU men's basketball team will try to avoid its longest losing streak of the season and right the ship Saturday afternoon as the Buccaneers play host to Atlantic Sun Conference rival Lipscomb inside Memorial Center. Tip is scheduled for 4 p.m.
ETSU (14-11 overall, 8-4 A-Sun) have lost two straight games after having moved into a tie for first place in the league just two games ago. Since that time, the Bucs have struggled to find the same rythm on both offense and defense that led to six straight league wins. Meanwhile, Lipscomb enters the game at 7-5 in league play and will be trying to pull even with the Bucs for third place in the league standings.
Fans unable to attend can watch live video streaming of the contest at ASun.TV, or listen to the live radio broadcast available at ETSUBucs.com. For more on this matchup, click on the game notebook link above or read the game notes located below.
Buc Shots
A seven-time NCAA Tournament and two-time NIT participant, the ETSU Buccaneers enter the 2007-08 season coming off a regular season Atlantic Sun Conference championship with a 24-10 overall record, and a 16-2 league mark a year ago ... The Bucs return the 2006-07 A-Sun Player of the Year in junior guardCourtney Pigram (Memphis), as well as the A-Sun Coach of the Year Murry Bartow and All A-Sun Freshman team pick Mike Smith (Vandalia, Mo.) ... Along with returning players like Pigram and Smith, the Bucs also return significant contributors to last season's success such as senior post Andrew Reed (Port Richey, Fla.), senior forward Kenyona Swader (Smyrna), and senior guard Travis Strong (Memphis) ... Newcomers for the Bucs that are expected to contribute early and often include junior college transfer Kevin Tiggs (Flint, Mich.), who was the JuCo Division II National Player of the Year last season, and lightning quick JuCo point guard Jocolby Davis (Meridian, Miss.) ... Several Bucs are currently leading A-Sun statistical categories, see page 6 of this notebook for more information on those players and their rank ... In addition, see where the Bucs ranks as a team and individually on the national charts on Page 4.
The series against Lipscomb
The Bucs and Bisons have met 31 times in their histories, with ETSU holding a 23-8 advantage ... Currently, the Bucs have a four-game winning streak over the Bisons, including a 73-62 victory over Lipscomb back on Jan. 19 of this season ... ETSU swept all three meetings a year ago, while Lipscomb swept the Bucs in 2005-06 � their first season in the A-Sun.
Last time against Lipscomb
NASHVILLE, Tenn. (Jan. 19, 2008)- Just when a third straight Atlantic Sun Conference loss seemed imminent and its regular season championship hopes fading, the ETSU men's basketball team found a way to get it done ... Trailing 73-62 on the road with 6:54 left on the clock inside Lipscomb's Allen Arena, the Buccaneers rallied to outscore the Bisons 24-8 the rest of the way and take an 86-81 league win Saturday in front of 2,330 fans. The frantic comeback was led by a bevy of Bucs, with senior guard Travis Strong (Memphis) and Kevin Tiggs (Flint, Mich.) scoring a game-high 18 points each, while junior guard Courtney Pigram (Memphis) tossed in 13 points, senior forward Kenyona Swader (Smyrna) added 11 and freshman guard Micah Williams (Manchester) pitched in 10 ... After trailing much of the game and having trouble with Lipscomb's half court offensive sets, the Bucs certainly used their fullcourt defensive pressure to change the pace of the game. With the score 77-69, ETSU's efforts produced a 12-0 run sparked by seven points from Pigram, a 3-pointer by Swader and two free throws from Tiggs, building a four-point lead at 81-77 with 3:02 remaining in the game ... As the clock wound down, Lipscomb got a free throw from forward Eddie Ard and a layup by post Brandon Brown to make it 81-80, but Tiggs answered. After missing a jumper from the top of the key, Swader tapped the ball out to Tiggs, who immediately went to the hoop and scored from the block to make it 83-80 with 32 seconds left in the game. From there, Lipscomb's Adnan Hodzic hit a foul shot with 16 seconds left, but Swader and sophomore Mike Smith (Vandalia, Mo.) hit four straight free throws to ice the game ... In the first half, Lipscomb took an early nine-point lead at 17-8 when Josh Slater's 3-pointer from the wing found the bottom of the net. But thanks to a trio of treys from the Bucs - one by Williams and two from Strong - ETSU manufactured a 9-2 run to make it 19-17 with 9:55 left before the intermission. From there, the Bucs tied the game at 40 thanks to a lay up from Tiggs, but Lipscomb outscored ETSU 4-1 to finish the half up 44-41 ... For the game, ETSU hit on 55 percent of its shots from beyond the arc (12-of-22), while shooting 49 percent from the field for the game. Lipscomb out-rebounded ETSU 37-34, but the Bucs forced 15 turnovers on eight steals, which became crucial statistic in the final minutes ... Lipscomb got a team high 17 points from guard Josh Slater, while Ard added 14, Hodzic netted 13 and Brown pitched in 11. The Bisons drop to 8-11 overall, 2-3 in league play.
Last time out
JOHNSON CITY, Tenn. (Feb. 14, 2008)- Guard Shane Dansby scored a career high 28 points to help power Belmont to a 20-point halftime lead and yet another win inside ETSU's Memorial Center, as the Bruins cruised to an 87-75 Atlantic Sun Conference win over the Buccaneers in front of 4,262 fans on Valentine's Day evening ... For the Bucs (14-11 overall, 8-4 A-Sun), the loss basically ends their dreams of a regular season championship and marks the first time this season they have dropped back-to-back league games. Meanwhile, Belmont (18-8, 10-2) solidified its hopes for a title and the Bruins improved their overall record inside Memorial Center to 9-0 - with six of those wins coming in the A-Sun Tournament ... The first half was another offensive barrage for Belmont, as the Bruins rolled to a 17-4 lead before the second media timeout. While the Bucs cut the lead to 10 at 25-15 with just over six minutes remaining in the half, the Bruins again used a 22-12 run to finish the half up 47-27. In all, Belmont shot 51 percent from the floor and connected on seven 3-pointers, while the Bucs hit on just 32 percent from the floor and 18 percent from beyond the arc ... The Bucs battled in the second half, cutting the lead to 11 at 64-53 on a 3-pointer by junior Courtney Pigram (Memphis) with 12:26 left. However, Belmont hit four 3-pointers from there, stopping the ETSU momentum and pulling back out to an 80-60 advantage with 5:42 remaining. The Bucs ultimately got back to 10 points down at 85-75 with 1:28 left, but it was too little too late ... Belmont shot 53 percent for the game, while ETSU was just 39 percent from the floor. The Bucs were out-rebounded 44-37 and committed 21 turnovers to just 14 for Belmont ... The Bucs got a team high 16 points from Pigram, while junior forward Kevin Tiggs (Flint, Mich.) netted 14. Meanwhile, senior guard Travis Strong (Memphis) and sophomore guard Mike Smith (Vandalia, Mo.) netted 13 apiece. Along with Dansby, Belmont's Matthew Dotson scored 12, while Keaton Belcher pitched in 11 and Andy Wicke scored 10.
Bucs to play Tennessee Tech in ESPN BracketBusters
The ETSU men's basketball team will play host to former Ohio Valley Conference rival and in-state foe Tennessee Tech as part of the annual ESPN BracketBuster Saturday, Feb. 23 at 4 p.m. inside Memorial Center ... The Buccanneers and the Golden Eagles have met 66 times in a series that dates back to 1923. The two teams are tied in the series 33-33, but the Bucs have enjoyed three straight wins, with the last meeting coming in 2004 ... "This will be a good late season test for our team as we prepare for our conference tournament," said ETSU head coach Murry Bartow, whose team is currently enjoying a five-game winning streak. "We have a long tradition against Tennessee Tech, and this will be a fun matchup for our fans that remember the days in the OVC. Having a return trip next year to Tennessee Tech will also give our fans a non-conference game they can travel to easily." For more on Tennessee Tech, visitwww.ttusports.com.
Swader, Strong pow0er resurgent offense
During their last seven games, the Buccaneers have found their rythm on offense thanks in great part to the shooting of senior forwardKenyona Swader (Smyrna) and senior guard Travis Strong (Memphis) ... In going 6-2, the Bucs are averaging 80.5 points a game ... Individually, Swader is averaging 10.8 points and 6.1 rebounds a game, while Strong is averaging 12.4 points a game ... As for percentage shooting, Strong is 30-of-33 from the foul line (91 percent) and is hitting 39 percent from beyond 3-point range ... Meanwhile, Swader is connecting on 55 percent from the floor and 44 percent from 3-point range.
Tiggs taking over
With his second A-Sun Player of the Week honor now in his possession, junior forwardKevin Tiggs (Flint, Mich.) is certainly making an impression on the ETSU basketball program and the Atlantic Sun Conference in his first season wearing the Blue and Gold ... After several strong performances, Tiggs is second in scoring (15.8 ppg) and rebounding (5.9 rpg) and is first in steals (1.8) on the team ... In the league, he ranks third in field goal percentage (57 percent) and is sixth in free throw percentage (80 percent) ... This season, he has already posted three double-doubles, and has reached double figures in scoring 16 times.
Bucs' RPI, Strength of Schedule rank among best in nation
Though the Bucs are now 14-11 on the year, the team's slow start at the beginning of the year was understandable when considering ETSU played an exceptionally tough early season slate ... As of Jan. 21 the Buccaneers' strength of schedule (SOS) ranked 74th in the country according to RealtimeRPI.com ... That SOS rank is obvious when looking at the RPI of ETSU's opponents in the early season schedule, which included -- at the time -- St. Mary's (4th), Dayton (7th) and Syracuse (11th) ... In fact, until just recently the Bucs SOS was as high at 18th in the country, before entering conference play ... As for RPI, the Bucs rank a respectable 138th out of 342 Division I teams.
Home Sweet Dome
Since the 1996-97 season, the Buccaneers are an amazing 116-38 inside Memorial Center, good for a winning percentage of 76 percent ... The Bucs had won five straight at Memorial Center during the 2006-07 season before a loss to Belmont (1/2) ... The Bucs then rattled off 10 straight at home to stand at 15-1 on the Memorial Center floor that season, but fell to Belmont in the final game of the year in the championship of the A-Sun Tournament ... This year, the Bucs are 9-2 at Memorial Center.
The Bucs at the Rainbow Classic
Spending a week in Hawaii during the winter months is always enjoyable, but ETSU's second trip ever to the Rainbow Classic was a bittersweet experience ... While the Bucs picked up their first win over a Southeastern Conference opponent since 1991-92 with a 76-58 victory over Georgia in the first round, the team finished the trip 1-2 after falling in back-to-back games to St. Mary's and Louisiana-Lafayette ... While the St. Mary's game was expected to be difficult -- considering the Gaels were ranked No. 2 in the RPI -- the 82-80 overtime loss to a 3-7 Lafayette team kept the Bucs from evening their season record to 6-6 coming home from the islands ... In two trips to the Rainbow, the Bucs are now 2-4 all time.
Another championship banner
With a win against Stetson (2/22), the Bucs wrapped up an outright 2006-07 A-Sun regular season title and garnered the No. 1 seed in the week's league championship tournament ... For ETSU, it was the continuation of a recent string of success that dates back to the 2000-2001 season ... In all, the Bucs have captured championships in five of the last seven seasons, including back-to-back NCAA Tournament trips in 2002-03 and 2003-04, and a trip to the NIT in 2006-07 ... Here is the championship breakdown:
2000-2001-- Southern Conference North Division Championship
2001-2002 -- SoCon North Division championship
2002-2003 -- SoCon North Division championship; SoCon Tournament Championship
2003-2004 -- SoCon North Division championship, SoCon Regular Season Championship, SoCon Tournament Championship
2006-2007 -- Atlantic Sun Conference Regular Season Championship
Non-conference home win streak at 16
Over the last three seasons, the Bucs have fared well against non-conference opponents within the confines of Memorial Center ... In fact, the Bucs have won 16 straight non-conference homes games since losing a 90-73 contest to Fresno State back on Nov. 27, 2004 ... ETSU has enjoyed wins over teams such as Marshall (2), Chattanooga, Central Michigan, Morehead State, Tennessee Tech, UNC Asheville, Eastern Kentucky, Radford and Appalachian State in that time frame ... Against conference opponents, the Bucs have won 10 straight regular season conference games.
Pigram eclipses 1,000 points
Beginning just his third season at ETSU, junior guardCourtney Pigram (Memphis) has already eclipsed the 1,000-point mark with a jump shot from the right corner at the 17:52 mark against Chattanooga (11/28) ... That basket gave Pigram 1,000 for his career and following the contest with the Mocs ... The junior now stands at 1,323 for his career and ranks for 10th on the all-time program scoring list ... The 6-1 shooting guard scored 325 points as a freshman and then netted a remarkable 614 as a sophomore ... His 614 points a year ago ranks 6th on the single season list.
1,123 wins and counting
With a win Jan. 25, 2007 against Belmont, the Bucs collected the program's 1,100th win all-time ... In over 80 years of basketball, the Bucs are 1,123-903.
Bucs on the Tube
Along with the new ASun.TV package which will video stream all ETSU men's and women's home games on the Internet, the Bucs will again have a significant presence on the television screen as well this year ... In fact, ETSU's trips to Oklahoma State (Dec. 8) and Syracuse (Dec. 15) both aired live locally, with the Oklahoma State game showing on WKPT (ABC) and the Syracuse contest aired on WJHL (CBS) ... The Bucs will also appear on regional cable through the Friday night CSS Atlantic Sun Game of the Week with the Jan. 25th trip to Jacksonville and the Feb. 1 home game against Mercer scheduled for air on CSS ... In addition, Charter Main Street will air its weekly ETSU replay on Charter 13 and Comcast 14 Tuesday nights at 8 p.m., with the weekly games beginning on Dec. 4th with the Tennessee-Wesleyan game.
Chilton's No. 42 comes out of retirement
JOHNSON CITY, Tenn. (Aug. 31, 2007)- For many years, Tom Chilton's No. 42 has held a special place in ETSU basketball's history. Next season, fans will see that special number on the floor once again ... Chilton, who ranks first all-time with 26.1 points per game and fifth on the all-time scoring list with 1,801, has agreed to allow junior transfer Kevin Tiggs (Flint, Mich.) to wear his No. 42 jersey for the 2007-08 and 2008-09 season. Chilton, who now makes his home in Madison, Ind., said he was honored a current player would want to wear his number ... "I wish him the best and I'm honored he wants to wear No. 42," said Chilton, whose 42 is the only retired number in ETSU's program history. "I hope he always considers that the number doesn't make the player, but the player makes the number. A lot of hard work and effort went into that number during my time there, but ETSU gave a lot back to me and I wouldn't be where I am today without that university, so I'm happy to allow the number to be worn again." ... ETSU head coach Murry Bartow said he was appreciative Chilton would allow the number to come out of retirement, and he reiterated that the number will go back into retirement two years from now ... "Tom Chilton was one of the finest players to ever wear an ETSU uniform, and his willingness to allow Kevin to wear the number shows he is still proud to be a part of our program's tradition," Bartow said. "It's our expectation that Kevin understand the importance of the number and the responsibility that goes with wearing it." ... Tiggs, the 2007 National Junior College Division II Player of the Year, said he certainly understood the history behind the number ... "Mr. Chilton was and is a legend here, so wearing his number comes with a great deal of responsibility," Tiggs said. "I just want to play in a way that would make him proud."
Bucs dominate Preseason All A-Sun Picks
Last season, ETSU won its first Atlantic Sun Conference men's basketball title, but Belmont denied the Buccaneers the conference's automatic bid in the final of the General Shale Brick Men's Basketball Championship ... Entering the 2007-08 season, both the coaches and the media predict that the Buccaneers will again be battling the Bruins for conference supremacy ... Both chose ETSU as the favorite to win the conference and defend its regular-season title with Belmont second ... The Bucs were the clear choice by the media to win the tournament ... The Buccaneers have gone 28-10 in A-Sun play in their two years in the league and will continue to be led byCourtney Pigram (Memphis). The junior from Memphis, Tenn. was named the preseason Player of the Year following up his Player of the Year award for the 2006-07 season.


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Over the past couple of months I've been reading so many entries about doughnuts. Buttermilk doughnuts, banana doughnuts, pina colada doughnuts, and finally apple cider doughnuts. I knew I could simply drink the apple cider I made the other week, but what's the fun in that? Why not reduce it, add it to some dough, and fry it up? All of the recipes I had read made it sound so easy, it would be remiss of me to not give it a try.
Well, I am SO glad I did. Frying is super easy! I had about 2 quarts of shortening so I decided to use that instead of oil for my frying (less smoke than oil and honestly how much icing am I going to make from 2 quarts of shortening?). To fry with shortening, you just have to melt it over medium heat, which takes a matter of minutes. It'll start as this light golden color, but once it starts to get a little deeper in color and bubbles start to form then you know you're ready to go. It takes some trial and error, but once you get your frying method down, everything comes out beautifully from there.
I originally wanted these to be real doughnuts and doughnut holes, but at 9:00 at night, rolling out the dough and cutting it into doughnuts seemed like too much of a hassle. So I decided to spoon out the batter into the oil and just stick with the doughnut holes. I made my own apple cider, I'm allowed to be a little lazy. If you would like to go through all of that, simply flour a board and rolling pin, roll out the dough, and then used two different sized circle cookie cutters to cut out your doughnuts (the middle cutter should be about 2 inches smaller in diameter than the big cutter). Save the circles you cut out of the center for the doughnut holes.
The first night I made these doughnuts, they came out kind of messy. They were too big, so the insides wouldn't cook while the outside got a dark brown. Plus they didn't have a very nice shape since I was using a spoon and then my finger to get the doughnuts off of the spoon. I wasn't happy with the way they came out, but my friends definitely didn't seem to notice as we wolfed them down in less than an hour. I saved the other half of the batter for the next day.
If the oil/shortening becomes dark while you're frying, throw it out and start over with new oil/shortening. If the frying oil is dark it's usually a sign that it is too hot, which will result in unevenly fried doughnut holes. You could also, of course, use a thermometer to make sure your oil doesn't dip below about 300F, but if you don't have a candy thermometer and aren't sure if you can stick your meat thermometer into sizzling shortening, just keep an eye on the color. To keep the oil at a steady heat and to make things easier on yourself, only fry about 3 doughnut holes at a time. This way, you can use a smaller pot and less frying oil and you can watch all of your doughnuts to make sure they come out golden brown. Believe me, they need less than 3 minutes for each side if your oil is hot enough.
|Please ignore the mutant doughnut.
On a whim, either I or my mom bought this cinnamon sugar grinder, which worked perfectly for coating the doughnut holes. You can roll your doughnut holes in ground cinnamon and sugar the second they come out of the frying pan, but I just used this grinder and sprinkled some cinnamon and sugar on my doughnuts. Honestly, they were delicious either way.
So moral of the story, I came out of this frying experience unscathed! These doughnut holes were so fun and easy to make. This recipe makes a ton of doughnuts, so make sure you serve it at a place full of ravenous people, like an ultimate frisbee tournament (which ended up getting canceled for snow but most of the doughnuts were somehow snatched up anyways). With the holidays right around the corner, this would be a cute thing to serve after Thanksgiving or even (dare I say it?) Christmas dinner - it would make an adorable edible centerpiece. Happy frying!
Apple Cider Doughnut Holes
- 2 cups apple cider
- 3 ½ c flour
- 2 tsp baking powder
- 1 tsp baking soda
- 1 ¼ tsp ground cinnamon
- Dash nutmeg, allspice, cloves
- ½ tsp salt
- 4 tbsp unsalted butter, room temperature
- ½ c sugar
- ½ c brown sugar
- 2 lg eggs, room temperature
- 1 ¼ tsp vanilla extract
- ½ c buttermilk
Vegetable oil or shortening for frying
In a saucepan over medium heat, reduce the apple cider to about 1/3 c. Set aside to cool.
Sift together flour, baking powder, baking soda, spices, and salt and set aside.
In a separate bowl, cream together the butter and the sugars. Add the eggs, one at a time, and mix. Mix in the vanilla. Add the reduced apple cider, then add half of the dry mix. Add the buttermilk, then add the remaining dry mix. Chill the dough for about 20 minutes.
When ready to fry, heat a medium-sized skillet or pot over medium heat and add the oil or the shortening. Remove the dough from the refrigerator and use a melon baller to scoop out the dough, dropping a few pieces into the oil at a time. When the doughnut holes are golden brown (about 2 to 3 minutes each side), remove them from the oil and allow them to cool on a wire rack with a paper towel underneath. Roll in cinnamon and sugar if desired.
Adapted from The Galley Gourmet

subset: commoncrawl


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EDITORS NOTE: Drought has bedeviled South Texas farms, ranches and citrus groves relentlessly for the past few years, taking significant chunks out of local economies, threatening industries, municipalities and residents of the Lower Rio Grande valley. Complicating the issue has been a disagreement over Mexico's obligation to deliver water to the region as mandated by a 1944 water treaty. Following is the final segment in a three-part series discussing the drought, the treaty and the ramifications for both sides of the border
Water is eternal. It was here before first man or woman, who themselves, as you and I, were largely made of it. About water it has been said that nothing is softer or more flexible, yet nothing can resist it.
On the other hand, W.C. Fields summed it up this way, "You can't trust water, even a stick turns crooked in it."
Regardless of your take on the issue or how you choose to define it, the truth is, even with breath and bread, one can not survive without water. Courts have been hearing and trying to decide water issues since the earliest of times; wars have been waged because of it. It is fair to say that when it comes to H2O, as Ben Franklin aptly put it, when the well runs dry, we know the worth of water.
It is the "worth of water" that has become a real question in these long months of drought. From Mission to Brownsville, Texas, community leaders, politicians, civil servants, farmers, ranchers and residents are watching the days roll off the calendar and still no resolution has been found for a growing water shortage. Seasonal tropical weather may bring needed showers, but as time wears on and water resources deplete, some are asking tough questions and making bold statements about water they say is owed to South Texas but is being withheld unfairly.
"Enough is enough," Texas Agriculture Commissioner Todd Staples said last week. "When two countries sign a treaty, compliance with the treaty's terms should not be a point of negotiation decades later."
In a concerted effort to acquire much-needed water for South Texas, Staples and Texas Commission on Environmental Quality (TCEQ) Commissioner Carlos Rubinstein released a call-to-action report last week, titled "Addressing Mexico's Water Deficit to the United States," detailing specific actions the International Boundary and Water Commission (IBWC) should take to compel Mexico to deliver Rio Grande water owed to Texas.
According to the 69-year old water treaty between the two countries, Mexico must release water from the Rio Conchos in exchange for water released from the Pecos River basin by the United States. To be specific, Mexico is required to release 1.75 million acre-feet of water to the U.S. over a five-year cycle. But many Texas and U.S. lawmakers say the treaty calls for the release of a minimum of 350,000 acre feet of water each year of the five-year cycle, an argument questioned by the International Boundary Water Commission (IBWC), the bi-national agency responsible for maintaining and policing terms of the water treaty.
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So far, Mexico has released an estimated 420,000 acre-feet of water in the current cycle, which began in Oct. of 2010 and ends in Oct. of 2015. U.S. and Texas officials point out that the five-year cycle is about half way through, and Mexico, they say, has released less than 25 percent of its total five-year water obligation.
In spite of the claims, IBWC spokeswoman Sally Spener in El Paso says Mexico would only fail to be in compliance with treaty guidelines if it fails to deliver the required amount of water over the five-year period. She says the issue is difficult to define, and suggests there may be differing opinions on both sides of the border. IBWC officials say they do not have the authority or ability to force the issue.
Lawmakers and leaders on this side of the border, however, are taking the position that annual minimum releases are required to conform to terms of the treaty, and some believe IBWC is not doing enough to resolve the problem.
Dire warning
"This report provides a dire warning on the devastating impact Mexico's water deficit is having on the Lower Rio Grande Valley. It is clear proof that agriculture, businesses and residents in the Lower Rio Grande Valley are suffering, and the IBWC has tools to compel Mexico to fulfill its obligations before the water debt becomes unmanageable," Staples said in the release.
"I remind everyone that this is not a debate between two countries over how to share water—that debate happened decades ago and resulted in a treaty. This is about getting Mexico to live by the treaty, just like the U.S."
The TDA/TCEQ report, co-authored by Commissioner Staples and Commissioner Rubinstein, details specific actions the International Boundary and Water Commission (IBWC) should take to compel Mexico to deliver Rio Grande water owed to Texas.
It further makes specific recommendations, such as modifying Mexico's internal and international reservoir operation plan to release water from upstream reservoirs that are above normal capacity; not allowing Mexico's water deficit to grow beyond current levels; and implementing treaty provisions to allow for more flexibility in water delivery and apportioning.
Recommendations in the report also acknowledge accounting for water that flows at Fort Quitman and water salinity issues created by Mexico, and challenges the IBWC to take a stronger and more proactive management role in stopping what the report calls illegal diversions of Texas water by Mexico.
It may be the strongest words yet issued over growing concerns that the South Texas economy could be on the edge of a very steep cliff. Without water, it is anything but business as usual.
Staples referred to last week's Texas A&M AgriLife Extension Service's economic analysis that estimated the lack of irrigation water has cost $229.2 million in South Texas crop revenue losses already this year and will ultimately contribute to an estimated $394.9 million loss in economic output for the region.
"Without irrigation water, whether by drought, an unpaid Mexican water debt or a combination of both, the economic cost is very high for this region," said Dr. Luis Ribera, an agricultural economist at the Texas A&M AgriLife Research and Extension Center at Weslaco.
He says the analysis may actually be conservative in terms of total losses because it does not include losses that occur beyond farm level sales, "such as transportation, storage, processing, packaging and marketing."
According to Staples, the impact of Mexico's ongoing water deficit will be substantial for farmers and residents in South Texas this year. Already, he says at least 10 cities in the Valley have been notified that if conditions persist they will run out of water by August.
"AgriLife's analysis verifies our fears and provides concrete evidence of the magnitude of the effects that Mexico's non-compliance with the 1944 Treaty has on agricultural interests in the Lower Rio Grande Valley," Rubinstein added. "The analysis clearly highlights the tremendous impact this water has on the U.S. economy."
The other side of the coin
Deep into the growing regions of Northern Mexico, farmers in Tamaulipas and Coahuila claim they also need more water, and they take it from the Rio Conchos watershed in Chihuahua to sustain their crops and livestock. The river is the primary recharge mechanism in northern Mexico for the Rio Grande. But as Mexican farmers irrigate their crops, the levels of the river drop accordingly, and less water recharges the basin.
In sun-drenched Chihuahua, the drought has had a severe economic impact on livestock producers as cattle production is down drastically and, just like their U.S. counterparts, stockmen have culled herds and suffered losses in an effort to survive the drought.
On top of that, some Mexican leaders say they, too, have gripes about treaty noncompliance—the quality and lack of water in the Colorado River specifically, which flows across the U.S. - Mexico border between Arizona and California. The long standing 1944 Treaty between the two countries also provides provisions on how the waters of the Colorado are to be divided.
Those disputes, however, are of little consolation to South Texas farmers, ranchers and communities who are facing significant losses that threaten their livelihood. The thought of Mexico's water woes rarely cross their minds, for they are far too busy wondering where they will get water next for South Texas residents, for border businesses, and for families and farms.
One day, some say, the clouds will gather and the heavens will open with steady, beneficial rain for the Southwest and Mexico, bringing relief and new life to agriculture and industry while washing away the drought-induced lines in the sand that have been drawn.
Until then it may be good to remember that the situation can be fueled even more in the days and weeks ahead depending on the intensity of the ongoing drought. As difficult as it is to maintain though, a little patience might go a long way toward survival -- until the weather forecast changes.
You may also like:
Part 2: South Texas water crisis is drawing a line in the sand
The water that divides us: Part I
Dry South Texas agriculture would cost $400 million, 5,000 jobs


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Curren$y - Reagan Era
Curren$y with his new video Reagan Era off the new mixtape Independence Day coming soon. Produced by E.REVolution Productions. myspace.com/flyspitta for videos contact: myspace.com/erevolutionproduction myspace.com/topshelfent504&IP=18.104.22.168
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Notre Dame-Cathedral Latin is a Catholic, co-educational, college preparatory school, sponsored by the Sisters of Notre Dame in Munson Township, Ohio. Like Mary, who gave Christ to the world, NDCL educates leaders who transform the world, as Jesus did, by living the truth in love. But after all that is said, NDCL is just another high school filled with cliques and chicks, jocks, geeks, and druggies. They pretend to be tougher than they actually are. There is no such thing as secrecy at NDCL, and if you slept with some guy everyone will know about it the next morning. Most people are fake, and the remainder of the real people are the ones who are have no friends. Their mascot is the lion, but they're just scared pussies.
Person 1: "My parents made me go to Notre Dame-Cathedral Latin"
Person 2: "I'm sorry. They must hate you."
Person 2: "I'm sorry. They must hate you."
by Anonomous1029384756 January 22, 2013
buy the domain for your foodie vlog


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Back in 2008, I did a series of 'Mascara Missions' and one of the popular mascara's I reviewed is Imju's Fiberwig. Some love this, some loathe it. I was very much in the loathe camp, since it was too…well, fibery.
I couldn't have the wand near my eyes without some fibers getting in, irritating them and making them bleed…(ok overly dramatic. Making them run. A bit. Ahem.)
But did you know that Imju, in true Japanese effectiveness releases a new version of their original mascara every year? They also have this one, called Lash Knockout which is volumizing.
I purchased them both to see if my mind could be changed!
They say:
Imju Fiberwig Lash Knockout Mascara with effectly Volumizing powder. Imju Fiberwig Lash Knockout Mascara can be removed by warm water easily. This mascara can easily grab the root of lashes and coat every lash with liquid-fiber film.
One of the perks of this mascara is that you can wash it off with warm water, like with the famous Kanebo 38degree mascaras!
Problem alert (already!). This mascara came off me even when the water was cool, nevermind when it was warm. Slight problem for when it gets warm and my eyes start running…hmm….
And there is more…
I found this mascara quite flaky. Ahh but I am ranting too much, I didn't even show you the brush.
The brush:
How to use:
1. Comb eyelashes with eyelash brush. Curl up eyelashes with lash curler.
2. Take out the mascara brush. Brush your eyelashes outwards and horizontally. Brush the outer side of eyelashes first then the inner side for curly eyelashes.
3. Apply the second layer if necessary. Reapply after the previous layer dries.
4. Tidy up with eyelash brush.
Beside this, this mascara gives a very dramatic effect and is very black.
Bare eye:
With one coat – lashes stay fairly separated:
Two coats – ALWAYS wait for one coat to dry, when you use Imju Fiberwig mascaras, otherwise it's clog up city.
– This mascara looks great on (see above) when first applied from a NEW tube
– It holds curl quite well
– It is dramatic, lots of volume
– It is very black
– Brush is a nice shape
– It stays on quite well
– Within 2 weeks of owning this mascara it has gone really thick and cloggy in the tube! Yak!
– It does flake quite easily
– It will come off if your eyes water a lot like mine do
It was a promising start but I've only had this for a bit and it's already a cloggy mess! Grrrr. So no, I am a bit miffed and I won't buy this again.. Maybe the 2011 version will be better?
I paid about £11 for this on eBay. You can also buy it from Adambeauty.com.


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ronanmca necesitaba un nuevo diseño de impreso o envases y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 32 diseños de 7 diseñadores freelance.
The Glenside - Hotel : Restaurant : Weddings
The Glenside Hotel is a small hotel north of Dublin in Ireland. Weddings are a very important part of the business. Currently we offer 4 wedding packages for different price levels.
We want a folder and insert design to present all of the essential information as a Wedding Package that a couple may require when deciding on the details of their wedding. A logo is available.
Your choice of fonts, colors, images and/or other graphics will all be taken into consideration.
Prospective Brides & Grooms
Folder and A4 size insert.
The wedding folder should be very stylish and rich in taste, but not gaudy. We want our prospective brides and grooms to get the feeling that the folder contains something very special, important and exciting.
You will need to design the folder to hold inserts.
A4 Size Insert
We need only 1 design for the insert. We will be printing the inserts in-house on a color printer which does not print edge-to-edge (it leaves a border of about 0.5cm around the page). Therefore, your design should either blend in or the graphic elements should be cut out.
We will print menus, wedding package details and other information on the inserts. In other words, the content will change often according to the customers preferences.
The files to be supplied as unflattened Photoshop/Illustrator files in CMYK.


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<cfstoredproc datasource="DATASOURCE" procedure="PROCEDURE"> <cfprocparam cfsqltype="cf_sql_integer" value="VALUE" /> </cfstoredproc>
I receive the error The operation could not be performed because OLE DB provider "SQLNCLI10" for linked server "LINKEDSERVER" was unable to begin a distributed transaction.
However, if I attempt the same call from a basic CFML page, I get no error and the call works just fine.
And to throw another twist into the issue, if I execute the stored procedure above within my application (like normal), but include either the username or password for the local SQL Server (not the remote SQL Server), the call works fine.
Does this lead anybody to believe that the issue is somewhere in the bowels of my application?


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Hi guys, I'm starting to code OpenGL right now!
So I need to know if there is a way to convert a Blender (.blender) project to .c format.
Hi guys, I'm starting to code OpenGL right now!
So I need to know if there is a way to convert a Blender (.blender) project to .c format.
That's not exactly a Day-1 lesson when learning OpenGL. There are many tools available online for learning how to write OpenGL code; you should use one of them.
The best way to learn is to not be "results oriented." That is, you shouldn't start off looking for a solution to a specific problem (like loading a model file). You should be trying to learn how to write graphics code. Once you understand that, then you can start working on how to adapt your new knowledge to solve that problem you were concerned about.
I dont know, I am really just a noobie. But to each their own, I myself prefer to set an objective based goal such as the very thing he talks about. And you probably will need to know to know how to do that. But as the senior member states... Your going to find my suggestion below... and be like, awesome go and try it.... and it wont work, probably. I was new to opengl and I did this very thing. In my mind it made sense to develop an automated way of importing 3d objects. But, I have spent more time recently working with the sample template that came with Xcode than I have at all since importing that "so called automated way of importing 3d objects" Importing objects is a really really small portion of opengl from what im gathering so far. Thats as simple as defining a matrix.
To answer the original question:
Yes, there is a way to do it. But its not really simple.
You will want to search for "python script header file blender"
basically it will direct you on how to install an "exporting script" that can essentially export all the data points in a way that the python script is setup. You can modify to save all the triangles as "Hallelujia" if you wanted to... And you WILL want to modify it to suit your needs. Dont get forget which way your axis are going from blender to opengl..... and dont forget opengl only reads triangles...and dont forget how to use python good.
ahh hell...You know what? go give it a whirl.


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banker necesitaba un nuevo diseño de logotipo y lanzó un concurso de diseño en 99designs.
Un ganador ha sido elegido entre 89 diseños de 33 diseñadores freelance.
Toolz 4 Bankers
This is for a new online banking company that offers free information and tools (for a low price) for bankers in the areas of service, sales, marketing and social media. The information is general in all the above content areas, and the tools offer a do-it-yourself approach in all of the above content areas. The company is small, fun and different than the typical boring banking information resource company.
The target market is bankers. They work in the branch, marketing department or any other area in the bank that is responsible for sales, service or have responsibility for a P&L as to make a decision to purchase the low cost tools. They may not be Web 2.0 savy, but they are creative individuals who long for cutting edge information and slick tools to help them keep existing bank customers happy and to also attract new customers. They buyers for the products are the bankers, not the bank customers.
There are not many specific requirements. Have fun and be creative with the "4" and "Z" in toolz. Again, the company name is ToolZ 4 Bankers. The colors should be from a VERY new and cutting edge color palette. No pink please, as it still needs to appeal to bankers. It should be bold, clean, very innovative and VERY different from the typical banking company logo. Have fun with the typography. A Web 2.0 look and feel is a must. The logo should be different enough as to indentify the company on it's own over time as well as in combination with the company name. A white background is preferable, but not manditory. Through use of color and design and typography, it should convey a sense of expertise.
Descubre cómo funciona un concurso de diseño u obtén más información sobre nuestros servicios de diseño de logo.


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A friend recently asked me what my favorite books from 2013 were. After drawing a blank and staring at her stupidly, I blurted out a couple of titles so I wouldn't seem like a total idiot. Since then, I have had time to better reflect upon my answer to that question, so here are my 3 favorite teen novels from 2013:
The Rithmatist by Brandon Sanderson is about a boy named Joel who wants to be a Rithmatist so he can help defend humanity against the threat of the Wild Chalklings (trust me, they turn out to be much more ominous than they sound). Joel lives at the Rithmatist academy because his mother works there, and his father used to be the chalkmaker for the academy. Even though Joel has studied all the circles and marks that the Rithmatists make, he has been told that he himself cannot join the students to learn the craft. But then students start disappearing, and Joel, along with a girl named Melody, must help the professor who is assigned to investigate the disappearances to figure out what happened to them.
In the Shadows of Blackbirds by Cat Winters takes place during the Spanish Flu epidemic of 1918. Mary Shelley Black is sixteen and staying with her aunt in San Diego. Many people have died from the flu, which leads many of their loved ones to attend séances and seek out "spirit photographers" to try to make contact with their dead one last time. Mary herself doesn't believe in ghosts, until the death and return of the boy she loves makes her reconsider that position.
Maggot Moon by Sally Gardner takes place in a very bleak alternate reality, and it is about Standish Treadwell, who sees things a little differently from most people. One day, his friend Hector sees something that the Motherland has been keeping secret and then disappears soon afterwards, leading Hector on a quest to save his only friend.
I am also very excited about some books that are coming out in 2014: Dreams of Gods and Monsters by Laini Taylor, which is the 3rd in the Daughter of Smoke and Bones series, due out in April; The Unbound by Victoria Schwab, the second in The Archived series (the first of which made me realize something I had never thought about before: I would not want to be a librarian of dead people – not FOR dead people, OF dead people), due out the end of January; and Raging Star by Moira Young, the third in the Dust Lands Trilogy, due out in May.
Happy 2014 reading!
-Emily Mauldin, Youth Services, Main Branch


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Salon software helps salon owners and independent styling professionals manage day-to-day business operations. Among other things, the software automates:
This guide can help potential buyers find the best salon software for their needs. Here's what we'll cover:
What Is Salon Software?
Common Functionality of Salon Software
Benefits of Salon Management Software
What Type of Buyer Are You?
Market Trends to Understand
Professionals working in the salon industry are often so occupied with helping customers that, at times, it can be difficult for them to manage multiple customer appointments. This problem is exacerbated during peak hours.
That's where salon management software can help. A salon management solution helps salon professionals manage their appointments and easily reschedule appointments or take requests for new ones, which can help maximize the efficiency and profitability of their business.
Most salon management software solutions come with some or all of the following capabilities:
|Appointment management
|Enables users to book, reschedule or follow up on appointments on the fly by using an intuitive drag and drop interface. Certain solutions allow users to confirm appointments via SMS text messaging.
|Marketing campaigns
|Allows users to execute SMS or email-based marketing campaigns to help bring customers back to the salon. These campaigns can include promotional packages, membership programs and loyalty cards or gift coupons.
|Billing and POS processing
|Enables users to generate bills and process payments through multiple methods, including cash, debit and credit cards or electronic wallets. The feature also allows customers to redeem gift coupons or services using a POS (point-of-sale) solution.
|Generates reports on customer satisfaction by stylist or service categories, effectiveness of marketing campaigns, tracks staff performance and evaluates revenue trends.
|Customer management
|Allows users to capture useful information about customers that help in supporting marketing campaigns. It includes features such as capturing customer feedback, segmenting and categorizing customers and tracking customer spend.
|Staff management
|Enables business owners to track key employee metrics, such as customer satisfaction and retention, employee availability and employee schedules.
Salon owners can realize multiple benefits as a result of adopting salon management software, including:
Centralizing customer information. Keeping a track of customer information is vital for salon owners since this data can be used to generate targeted campaigns to increase customer loyalty. Salon management systems offer centralized storage of customer data, including customer contact details, important dates, service history, membership information and loyalty points and gift voucher usage details. This software also allows for the scheduled backup of customer data.
Streamlining appointments. Styling professionals often find it challenging to manage customer appointments during peak hours. Without the right software in place, they can risk double-booking appointments, which can lead to lost customers. Salon management software enables easy appointment scheduling, single-touch rescheduling and the ability to confirm appointments with customers so time isn't wasted.
Choosing the right salon or spa software depends on the size of the business. Consider the following buyer types:
Small businesses and individual professionals. Small businesses typically operate in individual capacities or as small establishments with five employees or less. For businesses where managing daily appointments is the top priority, a salon management solution that focuses primarily on appointment management will typically suffice. For those businesses with employees that are constantly on the go, a web-based solution may be ideal, particularly one that has a mobile app or is mobile-friendly.
Midsize businesses. As businesses grow in size and volume, it becomes especially important to be able to capture customer data. This data can be analyzed and segmented further to generate targeted marketing campaigns that focus on customer loyalty and retention. An ideal solution for these types of businesses should have the ability to offer customer management and marketing campaign management features, in addition to an appointment scheduling feature.
Large enterprises. Large enterprises require software that help them perform multiple tasks from the same interface. These tasks include tracking inventory, creating work-orders with the vendor to replenish stocks, POS billing and gift card management, employee attendance tracking, trainings management and extensive reporting capabilities. For these types of businesses, a modular salon management solution that gives them the option to pick and choose modules according to their company's needs is an ideal solution .Cloud-based solutions may be preferred because they often have lower maintenance costs than on-premise solutions.
Booth rental model. Some salon and spa professionals are shifting focus towards a booth rental model, where owners of a salon provide all of the necessary equipment and products, and third-party professionals can pay to rent out a booth in which to conduct their business. These third-party professionals then pay periodic rent to the owners for the use of their premises, typically like a serviced office. The booth rental model offers far-reaching benefits to all the stakeholders in the model's value chain: It helps booth owners earn regular income without incurring marketing or training expenditures, and styling professionals get to set their own business terms and choose their preferred product line(s) without heavy capital expenditures. The customers eventually benefit by having convenient access to their favorite stylist.
Predictive purchasing. Salon enterprises can capture a good chunk of customer data through software, but most salon management systems do not feature advanced big data analytics capabilities that can predict consumer buyer behavior and help personalize client experience and deals to drive sales. As such, several vendors have started to integrate their salon management systems with analytics tools that study buying behaviors and compare it with larger datasets to predict buying patterns.
Our service is simple and 100% free to customers like you because software vendors pay us when we connect them with quality leads. You save time and get great advice. Vendors get great referrals. It's a win for everyone!


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Useful Links
From Draftsperson.net
Revision as of 09:24, 4 June 2012; view current revision
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If you have a bug or a problem to solve in AutoCAD this is the place to find the answer. I always look here first when trying to solve a problem.
You can find all kinds of free stuff on CAD Corner Canada. download any of the LISP routines, CAD blocks, CAD details or text styles, They're all free for you.
The sister website of cadcorner.ca except it's for the USA.
Resources for the draftsperson drawing structure. Free AutoCAD blocks, Revit families, LISP routines, Apps, How to articles.
A family based company based in Launceston, Tasmania. Offers a range of services from Architectural design, house plans and steel detailing.
CADTutor has been around for many years now and is still standing by its motto of "The best free help for AutoCAD on the web". If you can't find an answer give them a go, for sure!
Autodesk User Group Internation is the place to go for user to user support on any program produced by Autodesk. Revit and AutoCAD and must see.
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The Great Four Wheeler 4x4 Throwdown - Great DebatesPosted in Project Vehicles on September 1, 2008
As a rule, we try to avoid arguments. Hey, we're lovers, not fighters-it's our nature. Like Ferdinand the Bull of storybook lore, we'd rather spend our time outdoors smelling the roses than feuding-heck, isn't that why we go venturing into the backcountry in the first place?
But every now and then, while wheeling the trail, we overhear some smarty-pants remark about "inferior front suspension" or "that cruddy carb" that really gets our dander up, and Real Men that we are, we just gotta throw down the gauntlet (OK, the Mechanix gloves) and engage in a little playful 4x4 smacktalk. In the following pages we'll cover several points of contention-gas or diesel? carb or injection? leaf springs or coils?-that wheelers have debated 'round the campfire for years. We may not convince any true believers out there, but hopefully we'll provide you with some food for thought that'll help you out the next time you find yourself stuck in the middle of a good ol'-fashioned 4x4 Throwdown.
Gasoline: The Superior Fuel
Diesel has recently been touted as the great savior, especially now that its gritty reputation has been minimized and clean technologies such as low-sulfur fuels and exhaust after-treatments are coming on line, but is this enough to make diesel the better fuel to most wheelers? My argument is no, and that gasoline is still the superior fuel.
Why would I argue for gas? How about its greater availability, for one? The infrastructure for gasoline far exceeds that of diesel and if you've ever had the "low fuel" light on in a diesel truck as you anxiously look to refuel your oil-burner, you'll know how frustrating this can be. Gasoline engines also run smoother and quieter, and are much easier to start in cold weather. Gasoline also has the distinct advantage of engine braking and immediate throttle response, as opposed to the turbo lag and no engine braking afflicting most diesel engines. Speaking of turbos, aren't those expensive? You're damn right they are. Whatever happened to the advantage of a diesel being its simplicity? One look under the hood of a modern diesel truck and you will see this is no longer the case. Now saddled with specialized high-pressure fuel systems, turbos, intercoolers, particulate filters, and soon after-treatments of urea all bring the cost of the diesel option up even further, which means the cost benEFIt of a diesel over the lifetime of a vehicle now takes longer to see, especially when you consider diesel fuels higher price. As of this writing, regular 87 gas was $4.33 in our neighborhood, while diesel was a stunning $5.19-almost a full 20-percent more expensive.
This leads me in to my next point. Because diesel fuel holds more energy per gallon than gasoline, they typically get 20-percent better fuel economy than gas, but if the fuel itself is 20-percent more expensive, it appears to be a wash to me. Especially when you consider that clean diesels don't typically see the full 20-percent economy improvement that diesels enjoyed before the new emissions equipment was required. So now that we know diesels are more expensive to buy (don't be fooled by those who say diesels have a higher resale value, as they're more expensive than gas new, and this is reflected in the used market), more expensive to fuel, and did you know more expensive to service? That's right, a higher volume of pricey diesel-specific oil, fuel filters, and water separators all conspire to raise the price of service. Factor in 100,000-mile tune-ups and 7,500-mile-or-greater service intervals for gas engines and the deck appears to be stacked against diesel. Sure, diesels have superior durability, but if you aren't hauling at max load all the time and aren't planning on keeping your rig past the 200,000 miles that most modern gas engines are good for these days, do you really need to pay the premium for diesel?
The fact of the matter is, gasoline is still plentiful, relatively cheap, and can be found on any corner in America-not something you can say about diesel. Also, the historic simplicity and affordability that used to make diesel the attractive option is no longer the case. In conclusion, there is a reason why gas has been the fuel of choice for more than 100 years and if it's in my garage, I have got to go with gas.
-Sean P. Holman
Diesel: The Obvious Choice In terms of potential energy, diesel fuel contains approximately 30 percent more heat energy, measured in Btu, than gasoline. Diesel engines also produce more cylinder pressure than gasoline engines due to the length of the combustion process. See, diesels burn more like flame throwers, and gasoline engines burn more like bombs. More cylinder pressure = more torque, and more torque = more power from each gallon of fuel burned.
Also noteworthy is the actual process by which diesel fuel is rEFIned from crude oil. Not only is it less expensive, but it requires less time to develop batch quantities. Furthermore, diesel fuel is much safer to transport over the open road, thanks to its higher flash point.
The lubricity of diesel fuel offers added value by helping to protect moving parts like pumps and injectors. And nobody will argue the fact that diesel is the dominant transportation fuel used worldwide-subsequently, the distribution network is usually just minutes from any Interstate.
Yes, the cost of diesel is generally higher in today's turbulent economy. But let's face it-diesel engines are more robust while keeping electrical systems simpler, and they offer a longer life expectancy than gasoline engines. While I'll admit the modern diesel engine will cost you more up front-in many cases, a lot more-I also want to point out the fact that all the newly imposed "clean diesel" emissions regulations require new technologies, and the automotive industry is still in the technology learning curve at the present time, just like the late '70s when complex vacuum systems and smog pumps were being added to gasoline engines.
-Robin Stover
Injection is Perfection, Or Something Close to It
We'll grant the obvious: for your average home wrench, a carb is simpler to take apart and rebuild, and less costly to purchase and modify. But modern-day electronic fuel injection does the better job by far of providing the best balance of power, performance, and economy, and doing it predictably and efficiently. And contrary to popular belief, converting an older rig to EFI isn't all that daunting anymore; just about any Chevy V-8, for instance, can be converted to throttle-body or tuned-port injection using nothing more than off-the-shelf OE parts and an aftermarket wiring harness. If it's tunability you're looking for, EFI has that, too-there are plenty of programmable plug-in modules nowadays that can work in harmony with your EFI to recalibrate your torque curve to provide an extra boost. And if you really want to tailor your fuel delivery, there are companies out there that offer EFI controllers that use open-source software and which you can "build" to your own specs.
Another thing: because EFI systems use constant pressure instead of vacuum to deliver fuel to the cylinders, there are no worries about operating angles, or gravity affecting fuel flow. That's the one huge advantage EFI has for wheelers. Simply put, it'll run the same way, regardless of angle-whether your rig's on its side, or even upside down-as long as the engine's got oil pressure. No carbureted induction system can promise that. And more constant fuel delivery generally translates into better mileage for injected rigs, too.
And contrary to the old clich, you can indeed "fix" your EFI with very few tools other than a sim-ple screwdriver-just carry some spare injectors in your part's bin, and you can chuck all those myriad floats, springs, and jets out of the toolbox for good. Then enjoy your day on the trail, even if you make a mess of it and end up on your lid. Did we mention EFI runs just fine upside down?
-Douglas McColloch
Carbs: An Easy ChoiceIn every classic battle there are two passionate sides of the equation and sometimes one argument is seemingly the clear winner until you dig a little bit deeper. This is one of those times when a little information might be enough to sway your opinion.
Mechanical carburetors have been around for over a century and are tried and true, offering the ability for field repairs if necessary. Carbs are also cheaper to buy and repair and don't need to rely on an expensive computer to make decisions for it, and the aftermarket is filled with interesting options.
Carbs also give your rig a sense of character as it coughs and sputters in the cold mornings, on steep inclines, or at altitude. It's the smell of fuel in your garage and unburned hydrocarbons wafting through the air on a hot day that help to let you know you are alive.
Those intricacies aside, a carburetor is perfect for those who lack a knowledge of electronics, and are ideal for those who want to plumb in nitrous, but don't want to mess with tuning and ECU calibration. And for those of you who like to play in the mud, a carb isn't going to leave you stranded in the moisture and muck.
While you may want EFI on your daily driver, nothing is more rewarding than getting your carb working again out on the trail after it sputters to silence. Hey wasn't it just running 10 minutes ago? If you like challenges and character or are on a budget, a carburetor is for you.
-Sean P. Holman
Easy, Turbo
Turbochargers are driven by exhaust gases as they exit the combustion chamber. As these gases are channeled away from the head, special ducting forces them through a turbine wheel, which is connected to a fan designed to compress intake air prior to the combustion chamber. So when you stop and think about it, turbochargers actually salvage energy that would otherwise go to waste.
The opposite is true for superchargers. A supercharger requires a mechanical connection to the engine crankshaft. Initially, this method creates drag on the engine-drag that must first be overcome to produce additional power. Once the drag is overcome, superchargers are limited by engine speed and drive pulley ratios. Turbochargers, on the other hand, are only limited by volumetric physics. In other words, the more exhaust gas you force through the hot side of a turbo, the faster it will spin, and the faster it spins, the more volume of compressed air it will produce.
-Robin Stover
Superchargers Blow Turbos Away
Superchargers and turbochargers are actually quite similar in that they are both forced-induction systems that compress air and force more air molecules into your engine's combustion chambers. The result is that by forcing the air into the cylinders, instead of relying on the air being sucked in naturally by the pumping action of the pistons, the engine can burn more fuel per power stroke. This means a significant increase in power. We're talking increases in the 30-percent-and-up range. Both the supercharger and turbocharger may both be forced-air-induction systems that generate the same result, but they accomplish that end in very different ways, and the supercharger rules.
A supercharger and turbocharger are similar in price, and depending on the amount of boost and the engine they're installed on, they are also comparable when it comes to the increase in power. The difference is in how that power is delivered. Superchargers typically deliver power smoothly because they are connected directly to the engine crankshaft via a pulley. Turbochargers are notorious for lag because they have to spool up before the boost is delivered to the engine. Bigger turbos have more lag than smaller turbos. The result can be a sudden hit of power, which may be big fun when you're showing off to your friends, but it can be hard on drivetrain components and a real pain in the neck when you're trying to carefully tow a trailer or power over an obstacle.
Another reason why the supercharger slaps down the turbo is reliability. The exhaust that drives the turbo is, as you can expect, very hot. This means the turbo itself gets very hot. This is why shutting off a turbocharged engine after hard use is a bad idea. The stored heat in the turbo can literally bake the oil around the bearings. This can cause extensive damage. Who wants to babysit a turbo and wait for it to cool down? Now, there are aftermarket companies that make electronic devices that monitor turbo temperature and keep the engine running until the turbo cools, but these add even more expense to the cost of the system.
Ultimately, the supercharger is the best. It has a broad powerband and because it has fewer components than a turbo, it is far easier to install.
-Ken Brubaker
Auto All The Way
If you break down the task of driving into the four specific categories, you get steering, accelerating and braking, selecting gears, and operating accessories like windshield wipers and blinker controls. If we subtract one of those jobs, we reduce driver effort by 25 percent. In other words, when you don't have to press a clutch pedal and choose a gear for a given scenario, you allow yourself more freedom to the remaining operations.
Sure, automatics are more complex on the inside, and they cost more than manuals, but when you stop and think about it, you get what you pay for. The added costs free up a foot and a hand, requiring less input and concentration. This saved effort can be spent sending text messages and applying make-up. Well, maybe not, but for hard-core trail rigs, this might allow freeing up hands and feet for engaging cutting brakes, selectable lockers, or rear steering on-the-fly.
Automatics aid drivers on difficult obstacles, too, thanks to torque-converter slippage, allowing the driver almost surgical precision of both forward and backward motion. Where lower gearing might have been necessary with a manual transmission, simply modulate the gas pedal and let the torque converter do the rest. Sure, you can't bump-start a vehicle equipped with an automatic if your starter fails, but how often does this issue actually arise? Another point where automatics are far superior is towing with a turbodiesel pickup. With a manual, each time you shift gears you lose the built-up turbo pressure and start out again at zero psi. This can cost you valuable speed when climbing steep hills. When it comes to performance, I'd take an automatic any day.
-Robin Stover
Man Up And Go Manual
Driving a manual transmission is a dying art, and as drivers get lazier, manufacturers offer us loyalists fewer manual choices. While it is true an automatic transmission can make wheeling easier, those who master the manual transmission are rewarded with superior vehicle control, more favorable low-range gearing compared to the same vehicle with an automatic, and a more satisfying driving experience.
Perhaps this certain satisfaction that comes from wheeling with a stick is from the increased skill required, the challenge, or maybe it is the feeling of being more in tune with the machinery. Have you ever tried to scale an obstacle in an automatic-equipped rig, only to be hard on the brakes on the downside to combat torque-converter surge? In a manual transmission, engine braking can take you over the top and return a smoother, more controlled descent. Other benEFIts of manual transmissions include better engine performance, less wear and tear on the braking system, and better fuel economy. A manual transmission can also get you unstuck by rocking between forward and reverse gears, something impossible or nearly so in an automatic-equipped rig. You also don't need to worry about remote transmission oil coolers with a manual, making for greater simplicity.
Lastly, and probably the best reason to run a manual: If you blow an automatic on the trail, your day is done, but chances are with a manual, you can find a gear that will get you off the trail-especially if water is often encountered. Ever try driving an automatic with water in it? It just doesn't work, although the same situation in a manual transmission won't leave you stranded. The point was never more clearly illustrated than at TTC 2006 when a vehicle on pace to set a Tank Trap record failed to complete the Tank Trap due to a water-logged transmission-if the vehicle was equipped with a stick it would have at least been able to finish.
-Sean P. Holman
Declaration Of Independents
We hold these truths to be self-evident, that all trucks are created equal...but some trucks are more equal than others. The kinds of trucks that can not only crawl through ruts and cycle over rocks, but also go fast in the desert and take us to the job site or school every day in comfort. A truck for all seasons, in other words, and for those of us who want the best combination of performance and manners in the dirt and on pavement, there's no beating independent suspension.
We'll grant you, lifting an IFS truck generally requires more time and expense than lifting an older solid-axle rig, and there are limits with an independent suspension on how high you can realistically go if you need any suspension movement. On the other hand, you don't really need to lift an IFS rig so much since one inherent virtue of its design is the way it relocates the front diff upward to increase ground clearance. To get the same benEFIt in a solid axle, you'd need to swap in Euro-style portals, which are not easy to find, and far from inexpensive. And IFS technology only continues to get better-witness the new generation of OE adjustable airbag and/or electrohydraulic setups such as those found on the newest Land Cruisers and Land Rovers, which can compensate for IFS's shortcomings in travel. And if you don't think these new technologies won't eventually trickle down to the average-guy aftermarket, just wait-20 years ago, they said the same thing about multilinks on monster trucks.
We'll also concede that some of the earliest "inferior" front suspension kits had reputations for poor reliability. But nowadays, quality aftermarket IFS setups feature aircraft-grade componentry machined out of CNC billet and other space-age goodies, so toughness is no longer an issue. That's why Baja racers have run independent setups for years, and there's no one else on the planet who's tougher on suspension parts than those guys.
Of course, if you need a vehicle with huuuuge flex (e.g., rock buggies), or you've simply got to have 49-inch tires with that 18-inch spring lift (old-school boggers on a budget), OK, a solid axle is really your only option. But for the other 90 percent of us who need our rigs to Do It All, and do it elegantly, an independent suspension is the way to go.
-Douglas McColloch
Solid Ability
The future of new vehicles is all about IFS, which does have advantages over solid axles, such as lower unsprung weight, better ride, handling, and high-speed stability. However, when it comes to real wheeling, solid axles hold a superior position over IFS.
With a solid axle, you have the inherent benEFIt of constant traction in the design. As long as there is enough suspension travel to compensate for the terrain, a solid-axled vehicle is more likely to have all four wheels touching the ground because as one side is forced up by the terrain, the other is forced down in contact on the opposite side, unlike IFS which often hangs a wheel in the air, relying on traction control or a traction aid to keep the other wheel in contact with the ground moving.
Solid axles also keep more weight toward the bottom of a vehicle, for a lower center of gravity, helping keep the rig upright in extreme situations. They are stronger and more rugged, with cast-iron housings that can take trail abuse and handle lockers and shock loads better than the lightweight aluminum housings found in most IFS rigs. Solid axles also maintain the same ground clearance over obstacles, while IFS has variable ground clearance as the suspension goes through its cycle, raising and lowering the front subframe. And solid-axle setups often have stronger steering systems and aren't susceptible to extreme camber and toe changes under load and cycle as an IFS rig is.
Other advantages to a solid axle include a simpler design, with less moving parts that are easier to service without any subframes in the way. And when it comes to suspension modifications, such as lifts, it is far easier and more affordable to lift the solid-axled vehicle. Solid axles are also more cost effective and easier to beef up, whereas the IFS strength is built in to the design and is not easily upgradeable. The bottom line is that solid axles are affordable and plentiful, and there just isn't an affordable IFS system that will match the strength and reliability of a comparable solid axle.
While it is true that IFS has its place and can be designed to work quite well, you don't often hear of IFS swaps. I rest my case.
-Sean P. Holman
Sprung On Coils, And Proud Of It
Take a look around. The auto industry has already graduated from the high-friction horse-and-buggy technology of yesteryear. Abandoned for good reason, leaf-pack technology has almost completely disappeared in favor of the compact, precise, and better-riding coil spring of today. We dare you to find a new car that still has leaf springs under it from the factory. The pickings are slim if any. Sure, you will still find them in the back of trusty pickup trucks, but even those are a dying breed as demonstrated by the new configuration on the rear of the '09 Dodge Ram 1/2-ton pickup shown here.
The reason for this shift in technology is obvious. Coils weigh less. When it comes to new vehicle production, weight savings is a top priority. Coils are also now much simpler to manufacture than leaf springs, and they require less raw material to start with. The basic nature of a coil-sprung link-type suspension also eliminates that dreaded axlewrap. Just compare a Jeep YJ to the newer TJ or JK; coils have a lot to do with the Wrangler's improved performance.
The basic function of springs in a suspension system is to change mechanical motion into heat energy, and our centuries-old leaf-spring technology does that very well. However, when you consider the weight and the intense friction created by multiple layers of metal rubbing against each other as a leaf spring flexes, you have to wonder why this method is still in use today. Another place where coils have been proven over and over is in desert racing; when was the last time you noticed a set of leaf springs under a Trophy Truck? Bound for success, coils are the new gold standard.
-Robin Stover
Leaf Springs: Simple, Functional
The leaf spring has been the standard for suspension systems since the dawn of the automobile, and the mighty leaf isn't going anywhere anytime soon. Coil springs may be less expensive to produce when compared to a leaf spring, but that savings is offset by the fact that a coil-spring setup requires links to locate the axle. These links add cost and weight and require a fair amount of configuring and subsequent testing to work correctly. If they're not installed correctly, they can actually limit the steering radius because the tire will come in contact with links. The leaf spring, in all its glory, doesn't require any links because the spring locates the axle by itself. That's simplicity, and simplicity is good.
Another benefit to leaf springs is their strength and stability. If you drive a trail toy this probably is of no concern to you, but if you're a workin' Joe who uses his truck to tow and haul, it is of utmost importance. Look, there's a reason why 3/4- and 1-ton pickups don't have a coil-spring rear suspension. Leaf springs are stronger than a coil spring, they have more load-carrying capacity, and they also help reduce sway.
While we're on the subject of capacity, let's talk about ride quality because the misconception is that leaf springs can't offer a high capacity while providing a smooth ride. Hogwash. Clearly, the balance between the two is a tradeoff in any spring design, but a custom leaf-spring manufacturer can work with you to make springs for your rig that achieve an acceptable balance.
Let's talk wheel travel. Sure, we've all seen coil-sprung rigs that have incredible wheel travel. What did it take to get that? Well, it probably took gobs of time-consuming engineering, custom long-arm links that required relocation or custom fabbing of the link mounts, and expensive spherical rod ends or some kind of high-falutin' flexy joint. Sure, it probably impresses the heck out of their friends, and it's way prettier than a simple leaf-spring pack, but it takes lots more time and money. With the leaf spring, you don't have to deal with any of that. We've seen gut-wrenchingly simple leaf-spring setups that offer crazy axle flex. Bottom line: They're not perfect, but leaf springs offer a variety of benEFIts in a simple, cost-effective package.
-Ken Brubaker
Lift Kit: Mandatory Dirt Mod
Most of the suspension systems found under four-wheel-drive vehicles are designed to be a compromise between streetability and off-roadability with a slant toward on-road driving. Engineers know that keeping a vehicle low in the front can help increase fuel mileage by cutting down on aerodynamic drag. Keeping vehicles low also means a lower step-in height for passengers. Then there are the corporate lawyers who are paid to keep the manufacturers out of court and seem to be obsessed with analyzing ride height in respect to rollover potential. All these things work against us off-highway junkies to create SUVs and pickups that are good on-road but fall short in the dirt. Thank goodness for lift kits.
On a rig with solid axles, a suspension lift is generally quite simple to install. The beauty is that not only will you gain improvements in approach, departure, and rampover angles, you'll also be able to fit larger-diameter tires. The larger tires will improve the clearance between the axles and the ground, which will improve your minimum ground clearance numbers. The larger tires will also help create even better approach, departure, and rampover angles. The benEFIts of all these things will become crystal clear the first time you hit the trail and whiz by the unlifted rig that's stuck on an obstacle due to poor ground clearance. On IFS rigs, or rigs with IFS/IRS, the installation is a bit more complicated, but you'll get the same benEFIts.
Detractors of lift kits will argue that the increased driveshaft angles and/or CV axle angles will put stress on these components, which may cause them to fail prematurely. Not to worry. Lift kit manufacturers address these issues by including spacers and other components to correct issues like these. Heck, the last thing the suspension manufacturers want is a bunch of phone calls from angry truck owners with broken rigs. Detractors may also argue that the truck becomes too tall to easily enter and exit. Those people should get nerf bars, electric steps, or a Corolla. Some will argue that the cost of the lift and the installation isn't worth it. Those people must not wheel much. Anyone who has spent time on the trail knows that an unlifted rig has a far greater probability of suffering underbody damage than a lifted rig. Even a couple of inches of ground clearance can make the difference between making it down the trail or over the snowbank.
-Ken Brubaker
Low + Long-Travel = The Logical Lift That Isn't
Dude, what's a snowbank? OK, in the argument for "no lift," I give you Exhibits A and B: The Jeep Wrangler JK and the Hummer H3, both superb off-pavement performers that'll go just about anywhere a modifed rig will-and most likely, some places the non-stocker won't, depending on its height and girth. Heck, we've driven unlifted TJs and YJs over the Rubicon, needing nothing more than a tow strap, skidplates, and rock rails to keep going. It's a simple formula: Stock Jeep + skilled driver = case closed.
Unless, of course, it isn't. For the rest of us who aren't buying a new Hummer or JK, we'll cheat a bit here and substitute "mini-lift" for "none at all." By "mini," we mean the kind of setup that'll allow tires up to 35 inches in diameter-maybe even 37s-without messing up your OE steering and driveline geometry. The kind of "lift" that'll keep your center of gravity low-where it belongs-and your vehicle 100-percent street-legal and daily-driveable. Of course we're talking about those so-called "long-arm" link suspensions-once only available for pro racers-that are offered by a number of companies and which can allow for fitting fairly substantial rubber underneath your rig without lifting the vehicle much, if at all.
How do they work? Typically, by increasing track width, moving your (bigger) tires safely out of the inner fenderwells, and by using control arms and coilovers designed to provide up to 14 inches or more of suspension travel. Our own "Range Runner" and "Con Artist" projects both run these setups, and believe me, they offer all the flex you could want for slow-speed crawling, the softness to absorb high-speed desert whoops, and the ability to do it all with a level of stability you'd never experience with a conventional lift. And to top it off, since these vehicles' ride and handling characteristics are virtually unchanged from stock, you can drive them home-yeah, on the Interstate-at the end of your wheeling day. Yes, they're more expensive, and yes, you'll need to trim your fenders-or order up some replacement flares-to clear the tires and preserve uptravel, but for versatility on the trail and sensibility on the street, it's darn near impossible to beat long arms and low elevation.-Douglas McColloch
No Need To Regear, Just Power Up
So you just installed that new lift kit under your rig, which allowed you to fit bigger meats. Life is good. Instead of rollin' on those stock 29s you're livin' large on a set of 37s. But there's a problem. During your first testdrive, you notice that your rig seems sluggish on acceleration. Your engine, which in the past threw down enough power to smack down your buddies' rigs every time, seems to be laboring. As a matter of fact, things only get worse when you get out on the highway. You used to be able to cruise along at 65 mph and your rig would easily climb that long grade outside of town without downshifting from Overdrive. Now your transmission exhibits signs of Alzheimer's. It can't seem to remember what gear to be in, so it shifts in and out of Overdrive continuously, sometimes even dropping two gears. What the heck?
The deal is that with the increased diameter of the larger tires you've effectively changed your driveline gearing ratio. Your rig isn't rolling along at the same rpm as it used to because of the increase in tire diameter. Your rig now rolls at less rpm at a given speed. Not only that, the larger tires have added weight to your truck and the lift has changed the aerodynamics, and not for the better. What to do?
You could go in and regear the differentials in your axles to a lower (numerically higher) ratio. If done correctly, this would not only return your transmission to its happy place, but it would also help compensate for the added weight. Problem is, gears and install kits are expensive, and if you're not well-versed in installing gears you'll probably have to pay someone to install them. Matt Dinelli at Attitude Performance says that on average he charges $1,500 to regear both axles on a rig. A more cost-effective way to solve the problem is to upgrade your engine so its makes more power.
Obviously, the smartest move here is to increase power as inexpensively as possible, so start with an aftermarket performance computer chip. They're easy to install and provide an instant increase in horsepower and torque. A quality after-cat exhaust, combined with a free-flowing intake system, is another option. Both are relatively easy to install and provide an increase in power. Not only will you improve your engine's output, but depending on how your rig is geared, you might even improve your highway fuel mileage.
-Ken Brubaker
Power Down And Do It Right With Gears
I have to go with gearing on this one. I'd rather have the proper mechanical advantage working for me, rather than adding power to compensate for big tires and stock gears. I am as willing as the next guy to use an intake, chip, and exhaust-or even a blower-to get the most out of my engine, but not until I address what is more important: Gears.
How fast do you really need to go on the trail? With only 60 hp and 5.38:1 gears, our project Willys cuts the mustard on the trail just fine, thank you very much. Big power may be nice for those short bursts, but you have to understand that it starts a vicious cycle by shortening the life of components, which you can compensate for by beefing up components, only to find that you have added more weight, which in turn could mean you need more power. And don't forget to think of the fuel economy penalty for big power, especially if you have a small fuel tank and limited cargo space for extra fuel.
Gears give you the mechanical advantage and are the correct way to get the most power to the ground through torque. Think of it this way: You are trying to loosen a tight bolt in your garage, but just can't seem to make it budge with your short wrench. Would you rather have to offer your juiced neighbor a beer to come over with his giant bratwurst arms and risk humiliation, or would you rather just get a pipe on the end of the wrench and do it yourself?
When it comes to my trail rig, I'll choose gears over power any day of the week.
-Sean P. Holman
Better Be Bias
When it comes to trail-only machines, bias-ply tires are the way to go. By design, a bias-ply's tread flexes much easier than a radial design, allowing it to conform and grip uneven surfaces commonly found in the backcountry. Sure, they won't provide the same sure-footed high-speed stability as a radial tire, but neither will a radial tire flex and conform to the terrain where most wheelers actually use their purpose-built rigs. And bias-ply tires tend to be less expensive than radials, too, given identical sizes.
While you can expect increased rolling resistance on pavement from a bias-ply tire, it is important to remember that most of the trail-only rigs out there typically remain on a trailer until the start of a trail.
-Robin Stover
Real, Righteous Radials
This really is not a fair fight-the number of advantages a radial has over a bias-ply tire are too numerous to mention. Here's one that's especially timely, however: because a radial uses a dedicated set of steel belts across its tread-versus a bias-ply, where tread and sidewall share the same overlapping belt pattern-the tread and sidewall can act "independently" of each other, which allows a radial's sidewall to flex more readily than a bias-ply. More relevantly here, tread deformation is minimized with a radial as the sidewall flexes, allowing the tread to maintain a more constant contact pattern, which in turn equals more consistent traction and greater flotation. And greater flotation in dirt equals Treading (More) Lightly, with less tire-spinning, rooster-tailing, rock-flinging, and all those trail behaviors that certain eco-killjoys find objectionable. So among its other virtues, a radial tire is much more of a (dare we say?) "rock hugger" than a bias-ply ever could be.
That same spirit of "independence" also works well on the street, allowing the tread to maintain better contact with the road surface while the sidewall absorbs lateral forces, as in corners. This of course translates into superior directional stability, and with it, more predictable handling. And that additional "gription" comes in handy not only in corners, but on rain-slicked roads and other low-traction surfaces. Want more? Less slippage and less tread deformation equals less rolling resistance, hence better mileage and-you guessed it-a cooler-running tire that should outlive a bias-ply in any similar application.
Now it's true, for certain setups-pro rockcrawlers, for example-bias-plies come in handy when aired waaaaay down, due to their greater puncture resistance. And rigs that haul mega-heavy loads can certainly use that stiffer sidewall, too. But for just about everyone else, radials are golden. And now that companies like Michelin are making them in sizes up to 53s, there's really no excuse anymore for not making the swap to radial rubber.
-Douglas McColloch
Make Mine Inline
Why an inline? For starters, they're inherently smoother runners than V-motors due to their design. Granted, improvements in balance-shaft technology over the years have made the V-motors run much more smoothly than they used to, but the I-6 is still inherently smoother-running in design and, for all intents and purposes, does not require balancing as you're using only a one-piece casting with a single cylinder bank. And yes, this means you can build out a straight-six without much excessive vibration. Also, one-piece inline engines have been less costly for the OEs to produce in large numbers, which means no shortage of older I-6s in junkyards. Looking for a venerable 232/258 Jeep motor from the '70s to scavenge parts from? Not a problem. Want a lightweight Buick V-8 of the same vintage? Happy hunting.
The big reason why you want an I-6, though, is low-end power, aka, torque. Inline engines, by their longish design, pose a fitment problem in a lot of newer vehicles (though they run just fine mounted transversely), so the traditional solution has been to keep their lengths as short as possible via long strokes and tall block heights. This undersquare design results in increased crank throw and piston speed that inhibits the engine's ability to turn high revs but maximizes its ability to produce peak power at lower rpm levels. And that in turn translates into an engine that'll make its maximum power at the kinds of slow speeds we like to run on rocky, rutted trails.
Finally, think about all the most legendary 4x4s of yore-the CJs and Scouts and early Broncos, the FJ-40s and Series 1 Landys. What did they all have in common? They all came standard with inline engines, most of 'em for many years. Jeep offered inline engines in every bobtail they ever built for nearly 60 years! So, for smoothness, availability, torque-per-liter, and simplicity of design (and in most cases, mileage, too), an inline-six has a V-block beat hands-down every time. If they're good enough for Unimogs, bygawd, they're good enough for us Real Wheelers.
Gee, I Could Have Had A V-8
We hear it all the time. Wheelers verbally wishing they could have a V-8 between the framerails of their Wrangler instead of the 4.0L I-6. Sure, the I-6 is a legendary engine that produces a fair amount of power and decent torque, and it's adequate for a stock Wrangler. But when you start bolting in the heavy mandatory trail must-haves, it becomes crystal clear that the I-6 isn't so adequate anymore.
Can you build up an I-6? Sure, and it can be made to be a real screamer. But here's the thing: You can pour stacks of money and untold hours into the I-6, but at the end of the day all you have is an engine that merely matches the baseline performance of a modern fuel-injected small-block V-8. The reality is that for most wheeling disciplines, the V-8 is the perfect engine. Think only the I-6 can make decent torque? Whether a small-block or big-block, a V-8 can offer equal servings of horsepower and torque when built correctly. You'll end up with ample horsepower for those high-speed mud pits and fire-road romps and deep torque for those rocky hillclimbs. The V-8 may not make the torque at low rpm like the I-6, but gearing can solve that in short order. And the aftermarket support for the V-8 is extensive.
Realistically, the V-8 vs. I-6 debate can be expanded to include the V-6 that is found in the new Wrangler JK. Many of the same folks who lamented the I-6's power shortfalls have shifted their attention to the V-6, and they're one of the catalysts for the booming Hemi V-8 conversion business. It didn't take long for companies like Burnsville Off Road to see that vast numbers of wheelers wanted more power. Now Burnsville has a stand-alone Hemi-to-JK conversion shop. Clearly, the people have spoken.
If you're like most wheelers, you have to drive your rig every day and naturally you need to get the most miles per gallon. Some will argue that the six-bangers get far better mileage. Not so fast there, Skippy. Once again, when folks see the small real-world mpg difference between the six-cylinder and the small-block V-8 they end up wishing they had the eight-banger. The reality is that the V-8 is a versatile performer that can do everything the six-cylinder can, only better.
-Ken Brubaker


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Reviewed by Bradley R. (age 7)
This book reminds me of two things: a show called Goosebumps and a video game called Twisted Metal because Bill?s grandfather looks like that character called Sweetooth.
I?d like to recommend Haunted House to people who like creepy, horror, scary books. So find out what happens to Bill, Jed , and Liza in Haunted House. I also recommend this book to people who love their grandpas and take care of their grandpas.
P. S. I like the cover of the book because I think they?re floating around in the night sky. Thanks a lot for reading my review.


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New Vehicle Specials
Ready to get behind the wheel of that new Acura RLX you've had your eye on? Then you're in luck, because there are plenty of Acura deals and new vehicle specials available to Laurel area drivers. Here at Tischer Acura, we have a variety of special Acura vehicles so that you can find exactly what you're looking for.
Once you're prepared to browse the Acuras in Laurel, visit our dealership and rely on our finance team to make the car-buying process as simple as possible!
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This 35 Commander is in excellent shape. The owner has made many upgrades and given her constant care. She was re-powered a few years ago and has many other updates. Recent upgrades include Marine Air, new head, new water heater and electronics in '05. Price reduced. All reasonable offers considered.
220 Lake St
Whitehall, MI 49461
United States