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Car Craft's Summer Nationals in St. Paul, Minnesota
It's probably safe to say that the Car Craft Summer Nationals in St. Paul, Minnesota, has become an annual tradition. This was our ninth year traveling to the great, unfrozen north, and the show just continues to get stronger. This time around we logged a record 3,800 cars over the weekend, and plans are already in motion to raise the bar even higher next year.
The weather was definitely on our side for the '03 running of the Summer Nats. With clear skies and sun for most of the weekend, conditions were perfect for cruising and checking out killer iron. We were again astounded by the huge number of bitchin' rides that reside in an area known for bitter cold and chronic rust. Evidently, the Car Craft show draws lots of treasures from their secret garages, as many locals commented that there were scores of local cars on display that hadn't been seen previously.
We showed up at the Minnesota State Fairgrounds bright and early Friday morning expecting to find only show workers setting up, but there were already quite a few cars occupying strategic spaces on the main lanes of the fairgrounds. Some of the ground crew told us there were cars lined up and waiting at the gate when they showed up at dawn. By the afternoon, the show was going strong as we mingled with participants, bench racing and probing for information–the whys and hows of ownership, performance specs, plans for future upgrades, and so on. In doing so, we encountered quite a few interesting people with similarly interesting tales to tell. We've compiled some of them here in brief vignettes for your enjoyment.
Of course, there was plenty of excitement at the Castrol Syntec Dyno Challenge, particularly since we upped the ante by offering specially made jackets to the highest producers of rear-wheel power, both for naturally aspirated and for those running a power adder. We'll touch on the outcome here, but watch for a detailed account of some of the more impressive rides in an upcoming issue. Of course, what would the Nats be without a barrage of beautiful women decked out in as little as possible? The '03 Summer Nats bikini contest drew a healthy field of entrants and a huge crowd of spectators. This year's winner was actually a repeat performance by last year's Miss Car Craft Summer Nationals, Valerie Carpender of Forrest Lake, Minnesota, who looked even hotter than last year.
Special thanks goes to host club Jim Bemis and Friends for helping to organize and maintain this monster of an event. There's still some summer action left, and we'll be out again in force in Springfield, Missouri, for the Car Craft Street Machine Nationals in September (the 12th to the 14th).
Main: Flowmaster
Season: MAS Racing Products, MSD Ignition, Black Magic, Outlaw, Tires Plus, and Nitto Tires.
Tina Grohmann
'87 Fiero
"The oil pump went out in the four-cylinder." That was the answer we got when we asked Minnesota's Tina Grohmann why she decided to install a Chevy 383 in the back of her Fiero. Actually, she went on to explain that this is her second mid-engined Pontiac, the first having met its demise thanks to a particularly harsh railroad crossing. The small-block is mated to a stock five-speed manual transaxle via an adapter from V-8 Archie; the setup fits together beautifully, though keeping the driveline alive has been tricky. "This clutch is custom-made–the last one was high-performance but didn't last, and don't even ask me about the other transaxles." Though this trans is still breathing, another is on the way with cryogenically treated innards so Tina won't have to be so cautious. "I love catching Second gear–I really can't baby it for very long."
Randy Atwood
'95 Impala SS
Many enthusiasts laden with family members to haul around found Chevy's Impala SS to be the perfect combination of hot rod and family truckster in the mid-'90s, but the big B-bodies do have their limitations, at least in stock form. Randy Atwood of Zimmerman, Minnesota, was addicted to open road course track events, and sitting on the sidelines was not an option. The solution was to convert the big Imp to a manual trans–specifically, a T56 six-speed. Using a conversion kit from B-Body Performance, Randy installed a Camaro T56, swapped the rear gears to 4.10s, and reassigned the factory automatic-trans cooler to chill the power-steering fluid. The trans swap and some mild suspension upgrades enable the fullsize Chevy to hang with the F-cars all the way around the famous Road America course.
Joseph Huston
'69 Caprice
These days we've become accustomed to seeing father-and-son teams at car shows, only lately, dad's the one driving the American muscle while junior is often seen polishing a slammed import. So you can imagine our delight when we spotted Joseph Huston's '69 Caprice, which was accompanied by a display board showing then-14-year-old Huston with a grinder taking the big Chevy's rusted flanks to bare steel. It seems that Huston the senior went to high school with the Chevy's previous owner back in the early '70s, and he remembered that the car had been parked in a barn since about 1972. The Hustons convinced the owner to sell, and Joseph got a crash course in automotive restoration. Obviously a quick study, Joseph performed nearly all the work himself, save for some final panel smoothing and the application of paint. The original 427 and TH400 still perform flawlessly, as proven during Joseph's 800-mile round trip.
Steve Glubke
'64 Dodge
It's amazing how so many of the valuable cars from the '60s and '70s were actually nearly worthless prior to the musclecar boom of the mid-'80s. We've all heard stories of super-rare factory cars that were traded off for pickup trucks or motorcycles, or simply junked, but this tale has a happier outcome. Back around 1981, Steve Glubke was a young guy looking for a home for his recently completed Hemi engine so he could go drag racing. As luck would have it, he happened upon a '64 Dodge two-door sedan that was already set up for the strip, less motor and trans, and it only had 1,200 miles on the clock since it had been raced from new. Steve bought the car, and then went back a week later with more cash to purchase the aluminum front body panels–that's right, Steve had bought himself an original Chrysler factory drag car. Today, the car wears a beautiful paint job in the original shade of red (the doorjambs and interior are still original and perfect) and the odometer reads just over 2,000 miles. The Hemi is still installed, but Steve also has a correctly dated '64 Max Wedge on a stand at home.
Larry Long/Bill Uttitch
'71 Cutlass
"I've got a story for you," were nearly the first words out of Larry Long's mouth when we met him at the Nats. Larry trekked all the way from Boulder, Colorado, to come to the show, but that wasn't the story he was referring to. Instead, he proceeded to tell us about the program he and fellow autobody-repair instructor Bill Uttitch had begun at Boulder Tech vocational school where they teach. It seems Larry, a hard-core Olds enthusiast, had acquired a rusty '71 Cutlass coupe as a parts car when he had the idea to donate it to the school and have the students convert it into a race car. Part of the inspiration came from the High School Drags racing program at Denver's Bandimere Raceway. The school liked the idea, and the plan was set in motion. As hoped, the students swarmed to the project, and the body was straightened out while the engine–an Olds 350–was freshened, all at the school by students. The multihued graphics on the car's nose represent the colors of all the schools affiliated with Boulder Tech, and when school's out, Larry and Bill take the car to shows for fun and public relations. Check them out at www.bvsd.k12.co.us, and then select the Technical Education Center link.
Brad Hollenbeck
'32 Ford and '66 Olds
Brad Hollenbeck of Andover, Minnesota, comes from a family of automotive enthusiasts, so it's no surprise that he's one himself. In fact, it's his intention to pass the torch to the next generation, so when his daughter was born, he picked up a new project car. The '66 Olds Delta 88 convertible seemed like a good driver that the whole family would be able to enjoy, and after several years of working on it while also using it as transportation, it was transformed into the slick cruiser seen here. Recently, Brad's grandfather decided it was time to pass on one of his treasures, and he handed the keys to his all-steel '32 Ford coupe to Brad. Grandpa had purchased the Deuce 20 years ago as a street-rod project and transformed it from a channeled, fenderless hot rod to the lovingly detailed resto rod also seen here. It's still chopped, but the rest of the body is nearly stock. Underneath lies a small-block Chevy, Turbo 350 trans, and a Ford 8-inch rear. When Brad took over the '32, he handed his Olds over to his wife, but the kids are already asking when they'll get the keys.
First Effort
Everyone remembers his or her first car. For most of us, that meant an abused machine that probably succumbed to an ignoble and early death. Not so with Travis Howe and Crystal Oevering. Sharing a common interest in early Camaros, they pooled their high school graduation money to buy a seriously abused '69 SS 396 Camaro. Friends and family questioned this move as a waste of good cash. The two ignored these admonitions and focused on resurrecting the early F-body. The only break occurred in the midst of this thrash long enough for the pair to get married. After two years and roughly a $15,000 investment, Travis and Crystal have been rewarded with this beautiful big-block. Now all the family and friends want to do is go for a ride and tell them what a great job they did.
"This was our life for the last two years," Crystal said of the resto job. They had help with the outstanding paint and body work, but the Howes supplied all of the rest of the rehabilitation and detail. When asked if he questioned whether he could complete such a major project, Travis said "You can't be afraid of it. If you screw it up, you just go back and do it again." The Howes are now considering using this first transformation as a springboard to build a small family business out of their Minnesota home.
Dyno Challenge
One of the highlights of the Car Craft Street Machine Nationals series is the Castrol Syntec-sponsored Werx Performance mobile dyno. This year's Summer Nationals added Minnesota excitement to the series as the dyno challenge turned into a heated battle between Carl Finney and Bob Brynteson, both from the mosquito state.
To make this a little more interesting, we showed up with two custom Dyno Challenge jackets for the top two horsepower producers in two categories: Normally Aspirated and Power Adder. When the wheels finally stopped spinning and the spent nitrous dissipated, Carl Finney and his Rat-motivated '29 Ford Coupe had laid down a nitrous-assisted 904 hp and 828 lb-ft of torque to take the top spot. Bob Brynteson fell just short of Finney's effort with 890 horses also coaxed with laughing gas. But Brynteson edged Finney out on the motor-only side with 614 hp to Finney's 582. So, both Minnesota natives went home with a new addition to their wardrobe. Both participants also wanted to thank the T/N/T Raceshop of Blaine, Minnesota, for helping set up these impressive cars. Honorable mention goes to John Garner of Hobert, Washington, whose street-driven centrifugally supercharged '90 Mustang convertible punished the rollers to the tune of 670 hp.
–Marko Radielovic

subset: commoncrawl


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Indiana Guard Has Big Impact on Border Mission
By Sgt. Tommi Meyer, USA
Special to American Forces Press Service
TUSCON, Ariz., Nov. 17, 2006 - More than 2,000 miles from his home in Michigan City, Ind., and nearly 100 miles into the Arizona desert, Sgt. Brian Rogers, an Indiana National Guard member with the 938th Military Police Detachment, scans the brush and rugged terrain for anything worthy of a radio call to Tucson Sector Border Patrol.
He knows why he and 43 other Indiana Guard members are there, and after weeks of watching the desert for activity, understands the impact.
"Most people don't realize what's going on, how much we're helping, but when you're here, you get it," said Rogers. "We're (the Border Patrol's) eyes and ears."
Early in their 24-hour shift, Rogers and his team are positioned on a mountain, about a mile from the Mexican border, somewhere in the Tohono O'odham Indian Nation, a small section of what the Border Patrol calls the West Desert Corridor.
In sight of Rogers' post, there are no fences -- no clear line of distinction where an uninformed onlooker would note the definitive border. He points out a darker green section in the brush and indicates the "line."
"Not what I pictured at all, before I got here," he said as he and the other soldiers watched "dust devils" moving across the horizon. "You have to watch (dust clouds)," one of his team members said. "Some just stand still; the ones that move could be a car, or people. Then, we have to call in to BP."
The border in the Tucson Sector area of responsibility spans 262 miles of the 376-mile Arizona-Mexico border. Covering more than 89,000 square miles and most of the state, the Tucson Sector sees the majority of illegal migrant activity for the entire Southwest.
"We had over 392,000 apprehensions this past fiscal year, and seized over 616,000 pounds of marijuana -- that's about 600 tons," said Rob Daniels, spokesman for Tucson Sector. According to Border Patrol statistics, one in 10 of those apprehensions are individuals with a felony record in the United States, and many are from countries other than Mexico, such as Columbia, China and Venezuela.
Daniels added that in the year he started with the Border Patrol, 1994, there were about 139,000 apprehensions but with notably fewer agents. "In 1994, we had 287 agents; currently, we have roughly 2,500."
Even with the increase in manpower, agents must cover a lot of ground. Assistance from the Guard, they say, makes that job easier.
"Those 44 soldiers let us put 44 badges on the border," said Gustavo Soto, border patrol agent and public information officer. "With the Guard's help, we are narrowing the gap, so that nearly all known entries are quickly becoming known apprehensions."
Having Guard soldiers as eyes and ears helps the Border Patrol allocate its agents more efficiently. "They listen, watch and allow us to put an agent back where he needs to be," said Soto.
Fighting the expansive terrain and sheer numbers is just the beginning, according to Guard members and Border Patrol agents.
"Smugglers use a systematic approach, he explained, including scouts who watch the movements of Border Patrol agents, then relay the information to guides who are leading groups of migrants, sometimes as far as 80 miles across the desert, to vehicles intended to take the group deeper into the United States.
Near one remote observation point, Spc. Jeremy Hedger, an MP with the 939th Military Police Detachment, points out spots in the hills where scouts have been know to hide and watch for weeks at a time, in constant radio contact with smugglers and guides.
"Pretty much everything we are doing for the Border Patrol, the scouts do for the smugglers," said Hedger.
Well, maybe not everything.
One look into the temporary storage facility at the Ajo, Ariz., Border Patrol station shows that bringing migrants across the border is not the only business the smugglers are in.
"It's a the battle for the agents," said Sgt. 1st Class Chris Trivett, noncommissioned officer in charge of Hedger's group, pointing out the metal containers that house large quantities of recently confiscated marijuana. "There it is right there. This is the drug corridor, where we're standing. That's the fight."
Combating the drug threat may be the biggest challenge, according to Trivett, "People just don't know how much is coming across," he said. "The Border Patrol is doing such a good job, but they need us just to keep up with the smugglers."
According to Soto, Guard members on the Southwest border act as a force multiplier. Not in direct contact with migrants, or in any law enforcement capacity, Guard members relay information to Border Patrol agents in the area of operation. Agents then track or apprehend individuals as needed.
"I'm happy to do whatever they need," said Pvt. Timothy Hill, of Logansport, Ind., standing just 50 yards from the spot where seven migrants were apprehended the night before. "If my radio call stops a pound of dope from getting across, that's a pound that's not getting back home."
(Army Sgt. Tommi Meyer is assigned to Indiana National Guard Public Affairs.)
[Web Version: http://www.defenselink.mil/News/NewsArticle.aspx?ID=2149]


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Five values unite 16,600 Ipsos employees
Observing these values on a daily basis means conveying a sense of our culture to our clients and more broadly to the rest of society. They testify to our convictions and commitment, and differentiate us.
These five values inspire all employees as we explore the world. We are "Proud to be Ipsos".


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The folly of comparing payer performances in a grade comp compared to their performances in FC comp can best be illustrated by the fact that both Nasser Hussain and Monty Panesar have played at different times in Adelaide's grade comp, not exactly the best standard in the country, and struggled all season. If you've played FC cricket, it would be awfully difficult to get up mentally for even 1st grade cricket so to compare the two without considering the mental aspect seems somewhat erroneous.
As for NSW grade cricket being the equal of county cricket, that's just silly. NSW are middle-table in both comps here; the state side isn't even the best in this country, let alone better than every other team in England and they were just spanked by Victoria by an innings, despite Vic only being one place on the table higher.


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You are here
Learn More about Georgia's Weatherization Assistance Program
Low-income households typically spend 19% of their total annual income on energy bills, and often must cut back on other necessities to pay utility bills.
The Georgia Environmental Finance Authority (GEFA) manages Georgia's Weatherization Assistance Program, which offers long-term relief to families throughout the state by performing energy-conservation measures in their homes, and providing energy-efficiency education. The efforts of the Weatherization Assistance Program not only help residents save money and energy, but address health and safety concerns in their homes and contribute to a better quality of life. The program, launched nationally in 1976 and administered under the U.S. Department of Energy, has helped more than 6.3 million households.
Weatherization makes homes more energy efficient through a series of energy-conservation measures. Homes that have been weatherized require less energy to heat and cool, resulting in lower utility bills. It requires advanced diagnostic skills and cost-effective measure selection and installation.
Energy-efficiency measures performed through the program include air sealing, wall and attic insulation, heating system improvements or replacement, efficiency improvements in lighting, and hot water tank and pipe insulation. Single-family homes, multi-family buildings and mobile homes are eligible. Household energy use reductions and the resulting energy cost savings are significant, with average savings in excess of 20%.
GEFA contracts with 16 community action agencies, 1 local government and 1 nonprofit organization to provide weatherization services for all 159 counties. If you're interested in applying for the Weatherization Assistance Program:
- Contact the local service provider for your county. The agency will determine whether you're eligible for the program.
- If you qualify, an energy audit will be conducted on your home, which includes evaluating energy-related health and safety conditions.
- If you are accepted into the program, a weatherization crew will install the most cost-effective energy efficiency measures in your home.
Last year, Georgia's Weatherization Assistance Program weatherized 2,193 homes in Georgia, saving 64,142 million Btus of energy.
For more information about the weatherization program, visit the GEFA's website.
About the Agency
GEFA provides loans for water, sewer and solid waste infrastructure; manages energy efficiency and renewable energy programs; oversees land conservation projects; and manages and monitors state-owned fuel storage tanks. These programs improve Georgia's environment, protect its natural resources and promote economic development.
You might like...
The 2020 Census is quickly approaching and Georgia is ready to lead the way! The Governor's Office of Planning and Budget has launched Georgia's first Census website to help you understand the Census, its benefits, and how you can get involved.
COMPASS has been replaced by Georgia Gateway. This new integrated benefits system brings together Childcare and Parents Services (CAPS); PeachCare for Kids®; Supplemental Nutrition Assistance Program (SNAP/Food Stamps); Temporary Assistance for Needy Families (TANF); Women, Infants, and Children (WIC); and Medicaid programs.
When someone faces a brain or spinal injury, they often need more support than the initial hospital costs. The Georgia Brain and Spinal Injury Trust Fund sets out to meet these continued needs.


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Almond Torte
Reduced-fat sour cream, egg whites and applesauce lighten up this gorgeous almond torte. A creamy custard filling lends richness. —Kathy Olsen, Marlborough, New Hampshire
Total TimePrep: 45 min. + chilling Bake: 25 min. + cooling
Makes16 servings
- 1/3 cup sugar
- 1 tablespoon cornstarch
- 1/2 cup reduced-fat sour cream
- 3 large egg yolks, room temperature
- 1 tablespoon butter
- 1 teaspoon vanilla extract
- 1/2 teaspoon almond extract
- 4 large egg whites, room temperature
- 1/3 cup butter, softened
- 1-1/2 cups sugar, divided
- 2 large egg yolks, room temperature
- 1/3 cup fat-free milk
- 1/4 cup unsweetened applesauce
- 1 teaspoon vanilla extract
- 1 cup cake flour
- 1 teaspoon baking powder
- 1/8 teaspoon salt
- 1/2 cup sliced almonds
- 1/2 teaspoon ground cinnamon
- In a double boiler or metal bowl over simmering water, constantly whisk the sugar, cornstarch, sour cream and egg yolks until mixture reaches 160° or is thick enough to coat the back of a spoon.
- Remove from the heat; stir in butter and extracts until blended. Press waxed paper onto surface of custard. Refrigerate for several hours or overnight.
- Place egg whites in a large bowl; let stand at room temperature for 30 minutes. Line two 8-in. round baking pans with waxed paper. Coat sides and paper with cooking spray; sprinkle with flour and set aside.
- In a large bowl, beat butter and 1/2 cup sugar until blended, about 2 minutes. Add egg yolks; mix well. Beat in the milk, applesauce and vanilla (mixture may appear curdled). Combine the flour, baking powder and salt; add to butter mixture. Transfer to prepared pans; set aside.
- Using clean beaters, beat egg whites on medium speed until soft peaks form. Gradually beat in remaining sugar, 2 tablespoons at a time, on high until stiff glossy peaks form and sugar is dissolved. Spread evenly over batter; sprinkle with almonds and cinnamon.
- Bake at 350° for 25-30 minutes or until meringue is lightly browned. Cool in pans on wire racks for 10 minutes (meringue will crack). Loosen edges of cakes from pans with a knife. Using 2 large spatulas, carefully remove 1 cake to a serving plate, meringue side up; remove remaining cake to a wire rack, meringue side up. Cool cakes completely.
- Carefully spread custard over cake on serving plate; top with remaining cake. Store in the refrigerator.
Nutrition Facts1 slice: 215 calories, 8g fat (4g saturated fat), 79mg cholesterol, 99mg sodium, 32g carbohydrate (24g sugars, 1g fiber), 4g protein. Diabetic Exchanges: 2 starch, 1 fat.
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Dec 6, 2013
Such an interesting dessert and presentation. Loved the flavors and lightness.
Apr 2, 2013
Made this for Easter dinner and my son-in-law had three pieces! This is a light texture cake and not too sweet.
Sep 3, 2012
This torte is delicious. I made it for a potluck today and everyone raved about how good it was.
Dec 19, 2011
Custard & meringue very tasty but there was hardly any cake batter. The cake portion turned out to be a pancake's thickness. Tasty but not very attractive.


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The last page of Marie Claire's May issue features Beth Ditto talking about what's inside her handbag. The contents are refreshingly down-to-earth: "101" straggler earrings; a maxi pad; a Burger King receipt; a screwdriver. But Ditto also has an iPhone. On which she plays Fruit Ninja. She says:
"if you want to eat healthier snacks — I swear to God — get the Fruit Ninja app. It's this weird game where you drag your finger across the screen to slice fruit. Suddenly, you'll be like, 'Oh my God, I could really go for an apple right now.' It's the most refreshing app of all time."
Yes! We love Beth Ditto, and we love Fruit Ninja. But has she learned the 10 Zen Teachings the game has to offer? Because those are important.
Here's the full page from the mag, click to enlarge.


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We all started out as strangers, acquaintances, friends,...
My Life14921717
- by Emerson_Blake801
- Rating:
- Published: 12 Jan 2014
- Updated: 28 Jan 2014
- Status: In Progress
A girl named Alice Payne has to move all the way to Ireland. Her parents got a divorce, and her mom never told her the truth about her family. She finds out that she is related to some that becomes famous...Read to find out
Join MovellasFind out what all the buzz is about. Join now to start sharing your creativity and passion
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I've always been under the impression that jumping in an elevator wouldn't help at all, especially after reading a snippet of physics where Einstein said that free fall was identical to zero gravity.
I just watched an episode of QI (a British game show) where they said that jumping would only take off about five pounds of force... How would jumping help at all? If the elevator is in free fall, then you're not really jumping--you're just pushing, right?


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Name of Exercise —Free weight bench press Type of Exercise —Multi-joint Muscles Used —Chest and arms
Starting Position
- Lie flat on the bench with your knees bent and the soles of your feet on the bench. Keep your buttocks, back, shoulders, head, and feet on the bench during the entire exercise. This position is known as 5-point contact.
- The bar should be on the rack above your head and your eyes should be directly below the bar.
- Grasp the bar with an overhand grip with hands slightly more than shoulder-width apart.
- Lift and move the bar over the chest area.
- Use a spotter for safety.
Downward Movement
- Slowly lower the bar to touch your chest at the level of the nipples.
- Remember to inhale while lowering the weight toward your chest.
- Keep your wrists directly above your elbows.
- Maintain 5-point contact during the movement.
Upward Movement
- Push the bar upward until your elbows are fully extended.
- Remember to exhale while pushing the weight upward.
- Maintain 5-point contact.
Trainer Tip
During the upward phase of the movement, push your lower back into the bench, while focusing on contracting your chest muscles.
Repetitions, Sets, and Weight:
The number of repetitions (reps) and sets you should do depends on your strength goals. In general, muscle strength works to increase basic function of the muscle and is the typical workout choice. Muscle endurance is important to people who participate in endurance activities such as running or biking, and muscle power is beneficial for athletes who need to use sudden quick movements, such as sprinting, or playing basketball or football. Beginners should begin with a basic routine and gradually move toward a strength, endurance, or power routine.
Beginner: 1 set of 8 to 12 reps
Muscle Strength: 1 to 3 sets of 8 to 12 reps
Muscle Endurance: 1 to 3 sets of 15 to 20 reps
Muscle Power: 1 to 3 sets of 3 to 6 reps
Use a weight that is heavy enough to perform the desired number of reps and sets for your skill level using good form. When you are able to perform more reps and sets than is outlined in your category, try to increase the weight you lift by 2% to 10%. Your strength goals may change as you progress.
- Reviewer: Michael Woods, MD, FAAP
- Review Date: 05/2017 -
- Update Date: 09/13/2013 -


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Got a car you want the world to see?
Send specs and pix to email@example.com
1969 Chevy Camaro
Domenico Buffa Long Island, NY
Dom Buffa's father set out for a routine pickup for his towing business when he pulled up to this '69 Camaro. He started chitchatting with the owner about why he needed the lift, he answered that it was always hassling him, and he was looking to sell it. Needless to say, the Camaro never made it back to the owner's house, but was towed home as Dom and his father's newest project. This was a dream for Dom, as he had always admired the classic '69 styling from afar. Together Dom, his two younger brothers, and his father worked on the car as they grew up. Being the oldest, Dom took charge of the project and continued to build it as the years passed. He hit some roadblocks as most projects do, and the boys and girls of Pro-Touring.com helped him get through it. His vision for the Camaro has changed over the years, but ultimately he set aside the matching-numbers motor for a stroker small-block, beefed up TH350, and a race-ready suspension and interior.
1970 Plymouth 'Cuda
Spiro Varthos Albany, NY
For many, family is the ultimate motivator. Spiro Varthos grew up very close to his brother-in-law, who owned and ran an automotive repair shop. Spiro looked up to him, and since he was a Mopar fan, Spiro became one too. He bought his first car out of the repair shop before he even got his license. That '74 Satellite needed some work, so he started his first project car. That was the first of many, but the long-term hauler has been this '70 Cuda, which was given to Spiro 12 years ago by his uncle, who was the original owner. Spiro sat on the project until the day his uncle died, that's when he decided it was time to get crackin' on the build. He dragged it over to his friend Harry's shop, where they got the car up on a rotisserie and began the bolt-by-bolt restoration. It wasn't a factory job; they stroked the 383 it came with out to 496, mixed in a ton of performance goodies, and made 550 hp and 630 lb-ft of torque. For ultimate fun-to-drive factor, he opted for a Tremec five-speed and Hotchkis adjustable strut rods, Magnum Force adjustable control arms, and some big, fat 13-inch Brembo brakes.
1970 Ford Mustang Coupe
Pat Unger Sierra Vista, AZ
Coupes are cool, too! Owner Pat Unger was the third person to buy this 'Stang 33 years ago. Pat was deployed overseas in the army for most of that time. The Mustang spent much of its life in storage, waiting for the day it would be rebuilt. In the meantime, he sent the motor along to friend and builder, Dave, to assess the damage. He found a broken ring, faulty valveguides and seats, and a couple of bad lifters. Rather than start over, Dave punched it .010-over at his shop in Herndon, Kansas, and put it back together with some new TRW pistons, a Crower Beast cam, an Edlebrock Torker intake, and a Holley 780-cfm carburetor. Once Pat retired, he had a lot more time and money to put into the Mustang. He stripped it of all its trim and brought it to Carr's Autobody of Tombstone, Arizona, where it got straightened and painted Grabber Blue. This coupe is up and running with a brand-new interior, but next on the docket is a Tremec five-speed and possibly a better set of cylinder heads for the Cleveland small-block.
1968 Pontiac Firebird
Steve Bourdon Navarre, FL
As part of a divorce, this Firebird found its way onto the pages of an AutoTrader magazine when Steve Bourdon spotted it. He met the seller, talked him down on price, and brought it home. Most of the components were factory, which made it reliable, but nothing special. Over the seven years Steve owned it, he added an MSD 6AL and Pro-Billet distributor, aluminum radiator, better wheels and tires, a new gas tank, and a clutch for his factory Muncie four-speed. With only 89,000 miles on the clock, Steve says this thing drives like a new car and has never left him stranded. After some research, Steve found that the 'Bird came from the factory with a gold-on-gold color scheme, then it was painted green. Both color combos were ones he didn't predict would be coming back anytime soon. He was quite happy with the red metallic sprayed by a previous owner. Steve's 14-year-old son is eager to help him upgrade the suspension with tubular control arms, CPP steering box, and big brakes. They are also tossing around the idea of hopping up the engine with a set of Edelbrock aluminum heads and a beefy cam.
Mothers Picture Perfect Award
This is the place to show off your pride and joy to the rest of mankind, so we figure those readers who took the time to capture a really cool shot of their hot rod should get a little bonus. Mothers agreed, and decided to come to the party with some freebies for the best picture submitted to PHR.
Each month, the editors at PHR will sift through the images and pick the one with the best composition, lighting, and overall quality. The winner will get a cool assortment of Mothers products to keep his or her ride looking nice and shiny. Mail us a CD with digital images in JPEG form, along with a written description of your car. Remember that digital images need to be 300 dpi, and the bigger the image, the larger it can run. Also, be sure to include info on the car, along with your name and address. Good luck!


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"Head of Pisistratus, and hand of Alcibiades" ("Tête de Pisistrate et main gauche d'Alcibiade"), a study by Ingres for The Apotheosis of Homer, circa 1823-1834. Ingres Museum.[1]
|Tyrant of Athens
|Assumed office
|Personal details
Athens, Greece
Athens, Greece
Peisistratos (Greek: Πεισίστρατος; died 528/7 BC), Latinized Pisistratus, the son of Hippocrates, was a ruler of ancient Athens during most of the period between 561 and 527 BC.[2] His legacy lies primarily in his instituting the Panathenaic Games, historically assigned the date of 566 B.C., and the consequent first attempt at producing a definitive version of the Homeric epics. Peisistratos' championing of the lower class of Athens, the Hyperakrioi, (see below) is an early example of populism. While in power, Peisistratos did not hesitate to confront the aristocracy, and he greatly reduced their privileges, confiscated their lands and gave them to the poor, and funded many religious and artistic programs.[3]
Peisistratus was a one-time brother-in-law of Cleisthenes;[4] however, Peisistratus was much older.
Peisistratids is the common term for the three tyrants who ruled in Athens from 546 to 510 BC, namely Peisistratos and his two sons, Hipparchus and Hippias.
Peisistratos was a distant relative of Solon from northern Attica.[citation needed] He had made a name for himself by capturing the port of Nisaea in nearby Megara by creating a successful coup in 565 BC.[5] Peisistratos was backed by the Men of the Hill, the poorer and majority of the population. This victory opened up the unofficial trade blockage that had been contributing to food shortage in Athens during the past several decades.[6]
In the period after the Megaran defeat, several political factions competed for control in the government of Athens. These groups were both economically and geographically partitioned.[7]
- Pedieis: the population that resided on the plains, led by Lycurgus. These landowners produced grain, giving them leverage during the food shortage.
- Paralioi: the population living along the coast, led by Megacles, an Alcmaeonid, the Paralioi party was not as strong as the Pedieis, primarily because they could not produce grain, as did the plainsmen. With the Megareans patrolling the sea, much of Athens' import/export power was limited.
- Hyperakrioi: not previously represented by formal party, dwelled primarily in the hills and were by far the poorest of the Athenian population. Their only production was barter in items like honey and wool. Peisistratos organised them into the Hyperakrioi, or hill dwellers. This party grossly outnumbered the other two parties combined.
His role in the Megarian conflict gained Peisistratos popularity in Athens, but he did not have the political clout to seize power. Herodotus tells us how he intentionally wounded himself and his mules in order to demand from the Athenian people bodyguards for protection, which he received. By obtaining support from the vast number of the poorer population as well as bodyguards, he was able to seize the Acropolis and the reins of government. The Athenians were open to a tyranny similar to that under Solon – and possible stability and internal peace – and Peisistratos' ruse won him further prominence.[8][9] With this in his possession, and the collusion of Megacles and his party, he declared himself tyrant.[10]
Periods of power
Peisistratos was ousted from political office and exiled twice during his reign. The first occurrence was circa 555 BC after the two original parties, normally at odds with each other, joined forces and removed Peisistratos from power. Actual dates after this point become unclear. Peisistratos was exiled for 3 to 6 years during which the agreement between the Pedieis and the Paralioi fell apart. Peisistratos returned to Athens and rode into the city in a golden chariot accompanied by a tall woman appearing to be Athena. It is debated to what extent this impacted the return of many to his side.[11] Whilst some argue that the general public believed he had won the favour of the goddess, others instead put forward the idea that the public were aware that Peisistratos was using the chariot ride as a political manoeuvre, drawing comparisons between himself and the ancient kings of Athens.[12] [11][13] Differing sources state that he held the tyranny for one to six years before he was exiled again. During his second exile, he gathered support from local cities and resources from the Laurion silver mines in Attica. He also raised money in the Pangaion region during his second exile which assisted in helping him regain his power[14]. After 10 years he returned in force, regained his tyranny, and held power until his death in 527 BC.
Popular tyrant
|Didrachm of Athens, 545-510 BC
|Obv: Four-spoked wheel
|Rev: Incuse square, divided diagonally
|Silver didrachm of Athens of heraldic type from the time of Peisistratos, 545–510 BC
|Obol of Athens, 545-525 BC
|Obv: An archaic Gorgoneion
|Rev: Square incuse
|An archaic silver obol of Athens of heraldic type from the time of Peisistratos, 545–525 BC
As opposed to the modern definition of a tyrant, which is a single ruler, often violent and oppressive, Peisistratos' career was a model example of tyranny, a non-heritable position taken by purely personal ability, often in violation of tradition or constitutional norms. We see this in remarks by both Herodotus and Aristotle. Herodotus, in his Histories, wrote that Peisistratos, "not having disturbed the existing magistrates nor changed the ancient laws… administered the State under that constitution of things which was already established, ordering it fairly and well",[15] while Aristotle wrote that "his administration was temperate…and more like constitutional government than a tyranny".[16] Peisistratos often tried to distribute power and benefits rather than hoard them, with the intent of easing stress between the economic classes. The elites who had held power in the Areopagus Council were allowed to retain their archonships. For the lower classes, he cut taxes and created a band of travelling judges to provide justice for the citizens. Peisistratos enacted a popular program to beautify Athens and promote the arts. He minted coins with Athena's symbol (the owl), although this was only one type on the so-called Wappenmünzen (heraldic coins) and not a regular device as on the later, standard silver currency. Under his rule were introduced two new forms of poetry, the dithyramb and tragic drama, and the era also saw growth in theatre, arts, and sculpture. He commissioned the permanent copying and archiving of Homer's two epic poems, the Iliad and the Odyssey, and the canon of Homeric works is said to derive from this particular archiving.
Three attempts at tyranny
With Peisistratos' successful invasion and capture of Nisaea, he attained great political standing in the assembly. He initially met with resistance from nobles like Megacles, the son of Alcmaeon, and Lycurgus, the son of Aristolaïdes, who had shared power between them. Megacles came over to Peisistratos' side and, with his help, Peisistratos was accepted as tyrant by the Athenian assembly in 561, and, according to Herodotus, he "administered the state constitutionally and organized the state's affairs properly and well."[15] However, he was soon thereafter ousted. Herodotus explains his exile "Not much later, however, the supporters of Megacles and those of Lycurgus came to an understanding and expelled him".
He soon had a second chance. Megacles invited him back in 556 on condition that he marry Megacles' daughter. Peisistratos returned in triumph accompanied by a tall, local woman named Phye, whom he passed off as Athena. The awestruck Athenians thus accepted his second tyranny. Peisistratus, however, refused to impregnate Megacles' daughter, which ended their coalition. Peisistratos was forced to leave Attica entirely. During his nearly ten-year exile, he aligned himself with powerful individuals, and accumulated great wealth. With a strong personal army, he marched to Marathon and from there to Athens. His popularity soared and many locals supported him. Thus, in 546 BC, he began his third and final tyranny.[17]
Peisistratos' main policies were aimed at strengthening the economy, and similar to Solon, he was concerned about both agriculture and commerce. He offered land and loans to the needy. He encouraged the cultivation of olives and the growth of Athenian trade, finding a way to the Black Sea and even Italy and France. Under Peisistratos, fine Attic pottery travelled to Ionia, Cyprus and Syria. In Athens, Peisistratos' public building projects provided jobs to people in need while simultaneously making the city a cultural centre. He replaced the private wells of the aristocrats with public fountain houses. Peisistratos also built the first aqueduct in Athens, opening a reliable water supply to sustain the large population.[18]
Peisistratos died in 527 or 528 BC. His eldest son, Hippias, succeeded him as tyrant of Athens. Hippias and his brother, Hipparchus, ruled the city much as their father had. After a successful murder plot against Hipparchus conceived by Harmodius and Aristogeiton, Hippias became paranoid and oppressive. This change caused the people of Athens to hold Hippias in much lower regard. The Alcmaeonid family helped depose the tyranny by bribing the Delphic oracle to tell the Spartans to liberate Athens, which they did in 508 BC. The Peisistratids were not executed, but rather were mostly forced into exile. The surviving Peisistratid ruler, Hippias, went on to aid the Persians in their attack on Marathon (490 BC), acting as a guide.[19]
The poet Dante in Purgatorio XV of the Comedia uses Peisistratos as an example of meekness since he was well known for being able to placate wrath with a gentle answer.
See also
- ^ JocondeLab » Détail d'une notice.
- ^ Everdell, William R. (2000). The End of Kings: A History of Republics and Republicans. Chicago: University of Chicago Press. p. 42. ISBN 978-0226224824.
- ^ Shanaysha M. Furlow Sauls (2008). The Concept of Instability and the Theory of Democracy in the Federalist, p. 77
- ^ Samons, Loren J. (2007). What's Wrong with Democracy?: From Athenian Practice to American Worship. University of California Press. p. 27. ISBN 9780520251687.
- ^ Chester G. Starr, ENCYCLOPÆDIA BRITANNICA Peisistratus TYRANT OF ATHENS Archived 2016-07-01 at the Wayback Machine
- ^ Sarah B. Pomeroy, Stanley M. Burstein, Walter Donlan, Jennifer Tolbert Roberts, David Tandy, Ancient Greece: a political, social, and cultural history(United States of America: 2012) Oxford University Press, New York, p191-2025
- ^ Aristotle, The Athenian Constitution, Part 13
- ^ Goušchin, Valerij (1999). "Pisistratus' Leadership in A. P. 13.4 and the Establishment of the Tyranny of 561/60 B. C.". The Classical Quarterly. New Series. 49 (Cambridge University Press): 14–23. doi:10.1093/cq/49.1.14. JSTOR 639486.
- ^ Herodotus. The Histories. 1.59.4.
- ^ Aristotle, The Athenian Constitution, Part 13; Herodotus, The Histories, 1.59; Plutarch, "Life of Solon", in Plutarch's Lives (London: Printed by W. M'Dowell for J. Davis, 1812), 185.
- ^ a b Connor, W.R. (1987). "Tribes, Festivals and Precessions; Civic Ceremonial and Political Manipulation in Archaic Greece". Journal of Hellenic Studies. 107: 40–50.
- ^ Aristotle, The Athenian Constitution, Part 14; Herodotus, The Histories, 1.60.
- ^ Lavelle, B. M. (2010). Fame, Money and Power; The Rise of Peisistratos and Democratic Tyranny at Athens. Michigan. pp. 118–122.
- ^ Cole, J. W. (1975). "Peisistratus on the Strymon". Greece & Rome. 22 (1): 42–44. ISSN 0017-3835.
- ^ a b Herodotus. The Histories. 1.59.5b.
- ^ Aristotle, The Athenian Constitution, Part 16.2.
- ^ Lavelle, Brian (2010). "Pisistratos". Oxford Encyclopedia of Ancient Greece and Rome.
- ^ Sarah B. Pomeroy, Stanley M. Burstein, Walter Donlan, Jennifer Tolbert Roberts, David Tandy, Ancient Greece: a political, social, and cultural history(United States of America: 2012) Oxford University Press, New York, p.191–2025
- ^ Herodotus (1998). The Histories. Translated by Waterfield, Robin. Oxford: Oxford University Press. ISBN 9780192824257.
|Wikisource has the text of the 1911 Encyclopædia Britannica article Peisistratus.
- Berti, Monica. Fra tirannide e democrazia: Ipparco figlio di Carmo e il destino dei Pisistratidi ad Atene. Alessandria: Edizioni Dell'Orso, 2004
- Borthwick, Edward K. "Music and Dance." Civilization of the Ancient Mediterranean World: Greece and Rome. Eds. Grant, Michael and Kitzinger, Rachel. 3 vols. New York: Scribner's, 1988. Vol. 1, 1507-8.
- Cahill, Thomas. Sailing the Wine Dark Sea: Why the Greeks Matter. New York: Doubleday, 2003.
- William Everdell, The End of Kings: A History of Republics and Republicans. Chicago: University of Chicago Press, 2000.
- French, A. "The Party of Peisistratos." Greece & Rome. Vol. 6, No. 1, March 1959. 45-57
- Garland, Robert. "Greek Spectacles and Festivals." Civilization of the Ancient Mediterranean World: Greece and Rome. Eds. Grant, Michael and Kitzinger, Rachel. 3 vols. New York: Scribner's, 1988. Vol. 1, 1148.
- Hornblower, Simon and Spawforth, Anthony eds. "Peisistratus." The Oxford Classical Dictionary. 3rd ed. Oxford University Press, 2003.
- Lavelle, B. M. Fame, Money and Power: The Rise of Peisistratos and "Democratic" Tyranny at Athens. The University of Michigan Press, 2005.
- Lavelle B. M. "The Compleat Angler: Observations on the Rise of Peisistratos in Herodotos (1.59-64). The Classical Quarterly. New Series, Vol. 41, No. 2, 1991. 317-324.
- Thucydides. "Funeral Oration of Pericles." The Peloponnesian War. Trans. Benjamin Jowett, 1881. Ed. Paul Brians. December 18, 1998. <http://katie.luther.edu/moodle/mod/resource/view.php?id=68564>
- Roisman, Joseph, and translated by J.C Yardley, Ancient Greece from Homer to Alexander (Blackwell Publishing Ltd, 2011) ISBN 1-4051-2776-7


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Archive for the 'preferential option for the poor' Tag
Is There a Christian Response to the Organ Shortage?
Filed under: Bioethics, Ethics, Popular culture, Uncategorized | Tags: justice, organ donation, preferential option for the poor, presumed consent, rationing
Comments (1)
Maybe because I teach the topic, but I have been noticing a significant increase in the media's coverage of organ allocation in recent weeks. In January, two sisters who had been in prison for sixteen years in Mississippi were released on the condition that the younger sister donate her organ to her older sister. The ethical response to this case focused on the financial motives for releasing the sisters:
After considering the matter for several months, Governor Barbour announced in late December that he would not pardon the sisters, but would indefinitely suspend their sentences.
He said he had acted in part out of concern over Jamie Scott's health, but also to relieve the state of the cost of her dialysis treatment, which is approximately $200,000 a year.
"The Mississippi Department of Corrections believes the sisters no longer pose a threat to society," Mr. Barbour said in a Dec. 29 statement. "Their incarceration is no longer necessary for public safety or rehabilitation, and Jamie Scott's medical condition creates a substantial cost to the State of Mississippi."
Dr. Arthur Caplan, director of the Center for Bioethics at the University of Pennsylvania, said Mr. Barbour's decision to free the women on the basis of the kidney donation had crossed a moral line.
"Either out of ignorance or out of indifference, he shifted what had been a gift into compensation," Dr. Caplan said. "He turned it into a business contract."
While it definitely raised ethical eyebrows, the judge's decision in this case reflects a much larger ethical debate concerning what should be done about the shortage of available organs.
Currently in this country, about 100,000 people are waiting for organs. About three-quarter of these will die before they receive an organ. There are numerous proposals for what to do about the shortage of available organs, some of them rather creepy like the New York "Organ Wagon" that will try and harvest organs from cardiac arrest patients within twenty minutes of death. More serious and far-reaching proposals tend to focus on two solutions: (a) moving to a "presumed consent" policy and (b) encouraging donation through financial incentives.
A "presumed consent" policy already has a lot of worldwide support. Currently, in the US, organ donation depends on explicit informed consent. In other words, organs can only be harvested from your cadaver if you explicitly say so, usually by indicating so on your driver's license. Supporters of a presumed consent policy argue that the number of available organs could be increased dramatically by requiring explicit "opting-out" of donation, presuming that all those who have not said otherwise have tacitly consented. This is already the policy in many European countries. Opponents argue that such a policy violates the foundational bioethical principle of informed consent, and furthermore, could exacerbate fears about doctors prematurely "harvesting" organs.
Another solution to the organ shortage looks to financial incentives. This is the argument of Sally Satel (herself an organ recipient) who argues specifically that relying on altruism for organ donation has failed. Satel's argument is not so much that human beings are primarily self-interested rather than other-interested, but rather that an altruistic motive for organ donation alone is not sufficient. She recommends incentives like health insurance, tax credits, education vouchers, funeral expenses, and retirement funding as added motivations for people to donate.
The obvious response to a financial incentive solution is that it will place undue burdens on the poor while possibly disproportionately favoring the wealthy. In other words, it is the poor who would be most motivated by financial incentives to give up their organs without the same likelihood as the rich in actually receiving an organ. Satel's incentives are primarily federally-allocated, as they are in Israel, thus avoiding the less savory option of having the organ recipient pay the donor directly (which is currently illegal in the US and elsewhere). Critics still argue that such a federal-based solution might not resolve the current organ trafficking problem, and may actually make it worse.
Most recently in the US, the debate has shifted away from increasing the supply of organs towards re-allocating the distribution of organs. The new policy of the United Network for Organ Sharing attempts to replace the current first-come, first-serve model with a more complex rationing protocol that would distribute organs first to those most likely to benefit: the young and the healthy.
"Right now, if you're 77 years old and you're offered an 18-year-old's kidney, you get it," said Dr. Richard N. Formica, a transplant physician at Yale University and a member of the panel that wrote the proposed policy. "The problem is that you'll die with that kidney still functioning, while a 30-year-old could have gotten that kidney and lived with it to see his kids graduate from college."
Under the proposal, patients and kidneys would each be graded, and the healthiest and youngest 20 percent of patients and kidneys would be segregated into a separate pool so that the best kidneys would be given to patients with the longest life expectancies. The remaining 80 percent of patients would be put into a pool from which the network that arranges for organ matches, called the United Network for Organ Sharing, would try to ensure that the age difference between kidney donors and recipients was no more than 15 years.
While this policy shift has been commended for its sensibility, Satel and others are critical of the assumption that we should have to ration organs in the first place. "Rationing should not be taking place at all," Satel told NPR earlier this week.
Is there an "everydaythomist" response to the organ shortage? Aquinas obviously never dealt with this issue, but there are a few guidelines we might apply from his general worldview. The first is that the debate over how to increase the number of available organs is often susceptible to the utilitarian critique that the "ends justify the means." In other words, whatever we need to do (within limit) to increase the number of available organs is justified if we can save more lives. From a Thomistic worldview, the ends do not justify the means. The means themselves must be good as well. More specifically, the means chosen to increase the organ supply must also attend to those who are most potentially vulnerable, in this case, the poor who are more likely to give their organs and less likely to receive organs when in need. Thomas is famous for arguing that theft in the case of necessity is not actually theft (II-II Q. 66, art. 7) because "whatever certain people have in superabundance is due, by natural law, to the purpose of succoring the poor." While this "preferential option for the poor" (not Thomas' language but not necessarily inconsistent with Aquinas' idea of justice) need not preclude a financial incentive solution, it does provide us with a reminder to be wary of how the poor will fare in the long and short term should such incentives be implemented.
Second, the debate about organs frequently presumes on both sides that our bodies are our own. Our bodies, however, are not our own property, but rather, gifts from God over which we are stewards. We are not free to dispose of our bodies in any way we would like, but we should also not cling to our bodies as ultimate goods. Christians can be encouraged to donate their organs freely as a sign of the reality of the body's giftedness. In other words, in donating their organs especially as live donors, Christians are reminded in a very visceral way that the body is a gift, and thus just as Christ gave up his body for us, we in turn are called to give up our bodies for others. As such, Christians need not be opposed in principle to a presumed consent policy on the basis that it violates autonomy. For Christians, autonomy is subordinated to the body's giftedness. Christians can set a marvelous example to a nation that is rapidly concluding that "altruism isn't enough" by making altruistic acts a little more common.
Finally, the organ shortage is partially a result of longer life-spans and better overall care for the terminally-ill and severely handicapped like those in a persistent vegetative state. In light of extraordinary new medical procedures to extend life, Christians need also to be reminded that death need not be avoided at all costs, nor must "every step be taken" to extend life. For Christians, what matters is dying well. In order to die well, Christians must prepare, not only by "living well" as Robert Bellarmine wrote in his book "The Art of Dying Well," but also by making specific plans for end-of-life treatment and organ donation. Many organs are lost because the dying or deceased person did not make their wishes known. Christians reading this who want to register to become an organ donor can also take the opportunity to reflect on what constitutes a good death and how they can begin to live in such a way to make that good death possible. A wonderful exercise for the season of Lent.


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Our 1967 Cougar project car gets a radical SLA road race front suspension from CorteX Racing.
We've spent a good deal of attention on Max Effort's rear suspension, which is, of course, a major factor in effectively getting the power to the ground on the track, but it's the front suspension that truly determines the cornering capability of a car. And we've got something revolutionary in store for this Ford.
Among the trendsetting projects seen elsewhere in this issue is a radically flared '66 Mustang named Xecution built by CorteX Racing that boasted some pretty heady performance claims. We swear they're all true, and all the engineering and R&D that went into making that car so potent has led to the development of one of the most radical road race suspension systems ever developed for vintage Fords—and Max Effort will be the mule for the very first production CorteX Racing SLA suspension kit.
It's a big deal for Mustang and Ford guys; GM muscle has had some fairly serious and effective performance suspension options in the aftermarket for quite some time, as evidenced by the glut of fast Camaros, Novas, and Chevelles at any given track day or autocross course. The options for unibody Fords, however, have been decidedly less diverse. Of course that has a bit to do with the Mustang's welded-in front subframe and more-difficult-to-alter front suspension that some view as a drawback. Whereas the GM folks can simply bolt in an entirely different chassis with new geometry, doing the same on a Ford requires judicious slicing. But for those willing to make the cut, now the payoff can be huge!
We're prepared to take the plunge, so Max Effort is mounted on a frame table at Kertz Fabrication, where it's ready to receive the first off-the-shelf, serious competition-level road race suspension ever available for Mustangs and unibody Fords. PHR's all about exploring the cutting edge of technology in hot rodding, but rarely are we able to be a part of the birth of something truly epic. This may be a game changer for touring and track cars.
"This is some next-level stuff. Are you guys running the American Le Mans in this thing or something?" —Kertz Fab customer
"…GM folks can simply bolt in an entirely different chassis with new geometry, doing the same on a Ford requires judicious slicing."
Bolt-In Kit!
Does it look like more dissecting than you're prepared to do with your Mustang or Ford? As we went to print, CorteX informed us that a bolt-in version of the kit with nearly identical geometry to the competition system and the same control arms is currently in development. No cut towers, minimal mods, and it'll handle nearly as well in most situations as the competition system. You lose a little rigidity versus welding, but it sounds perfect for street machines, Pro Tourers, and weekend warriors. The '64-66 Mustangs are up first, with other years in the works.


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Parallel Universe Review
Price: $0.99
Version: 1.0
App Reviewed on: iPhone 3GS
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Starting up Parallel Universe for the first time was rather confusing for me. It wasn't so much that it was a complicated process, but rather that I was lacking in a proper degree of understanding. At least initially. Even after rereading the press info document (repeatedly) and restarting my map once or twice in order to experiment I was still fairly lost. It wasn't until I'd messed around with it for a couple of days that things finally made sense. For better or worse.
I'll attempt to explain Parallel Universe to the best of my ability so that anyone else attempting to play around with it won't be quite as lost as I was: It's essentially a map-making "game" that utilizes location services and 8-bit graphics. When a map is created, it just sort of exists with the chosen player character (male or female) sitting in the middle of it. Sticking to a small area for a bit will result in the construction and upgrading of buildings, while wandering through the neighborhood will create roads. After a night on the town or even a day at school, portions of the map will start to appear significantly different.
Parallel Universe is most certainly a fascinating idea. The concept of creating a personalized pseudo-fantasy world through a kind of augmented reality is more than a little novel, and watching the world change and grow around my little character is pretty darn cool. I also have to admit, the looped chiptune music fits the tone quite well and manages to avoid becoming obnoxious. So kudos to the sound designer/composer.
The problem I'm running into is that Parallel Universe wasn't really designed with New York living in mind. It doesn't run in the background so as to save battery life, which is a noble gesture but it means that cities will only begin to pop up if it's left on. And walking around Manhattan while staring at my iPhone screen isn't particularly safe. Or smart. I could leave it running and just start walking, but it would still shut itself off after a minute or so. Even sticking to one spot to build cities is fairly unimpressive, as it still requires leaving the app running and constantly tapping the screen to keep it on.
I think Parallel Universe is a fantastic proof-of-concept, but it's going to need a lot of adjustments before it's really any fun. It's more framework than fleshed-out game. I could see things like RPG-style quests, the ability to link images to specific spots on the map (i.e. taking pictures while out for a walk) or even simple stat-tracking making a difference here. I really hope we see some content updates in the future because it shows immense promise.


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One day in 11th grade my English teacher asked us to share some sentences we had written as part of a mini-lesson on composition. Since 10th grade, I had loved Faulkner, Capote, and the Southern Gothic genre. I also loved cutting up in class. I wrote some two-page-long sentence about mashed potatoes that the teacher eviscerated on grammatical grounds. I defended myself by saying that Faulkner would have gotten away with it, to which my teacher replied, "Yes, but you will never be Faulkner." Ba dum bum.
In reading the give and take on this week's press about the educational philanthropists' efforts to influence educational policy by paying big money to big names in ed media and research, I feel like I'm back in 11th grade, reddening and readying to let loose on the teacher.
Take this Rick Hess, piece, for example, in which he defends his acceptance of Gates money by arguing "we're all implicated." Of course, by "all" he means "academics, activists, and the policy community," for whom "philanthropic support is often the ticket to tackling big projects, making a difference, and maintaining one's livelihood."
Someone else can debate with Hess whether or not anyone who achieves the status of educational pundit needs $500,000 of Gates money to get by. I wouldn't know in that I don't do the work Hess does – nor would I deny him any of that work.
I do, however, teach, so I'll debate with Hess on this point: academics, activists, and the policy community, whether they like it or not, are not the only people invested in American public education. Pieces like Hess's defense are res ipsa loquitur of the arrogance and disconnect from the realities of students' lives and schools to which such "stakeholders" are susceptible. I can hear my teacher say, "Yes, but you are no Hess." That's exactly right. No one is paying any teacher – or student – $500,000 to advocate the humane, sane educational practices necessary to reach our most imperiled youth – or to truly inspire our most privileged to lives of altruism – because few people at Gates or Hess's levels seem able to bring themselves to acknowledge the singularly hard and hard-to-sell truth that no system, new or old, can account for the needs of all of our kids. To reach every single kid will take every single strategy we can try; no single strategy will do.
Reform away. Insist that everything is above board. Take advantage of those deserved tax breaks for philanthropic giving and business expenses. Do what you think is right.
Just, at some point, acknowledge that our educational system won't ever lift up every student until we allow ourselves the chance to make a mess of things – until we allow ourselves an educational framework that lets kids do work that holds personal meaning for them – until we allow ourselves professional standards that put kids before adults, relationships before test scores, and communities before polling points.
Acknowledge that the teachers, students, and parents – especially those who are not backed shell companies – have important things to say about their shared work. Even if you won't listen, make sure your audiences know that it's okay if they do.
I get it – everyone is very careful about language. No one wants to come out and say, "There can be only one!" However, the net effects of all this philanthropical, corporate, consortial, and government spending are the exclusion of educators, students, and parents from policy conversations about changing schools and the chilling of teachers' willingness and capacities to innovate for their kids.
But look:
- Standardization alone under any system doesn't change students' lives for the better. It just lowers the costs and raises the profits of doing business to them. No set of limited standards and assessments will change pedagogy as beneficially to information age learning as a democratic, inquiry- and project-based school "system" would.
- Innovation asks us to learn by making new mistakes; it is not the same thing as punishing people for making the same mistake you ask them to make repeatedly over time. We have to have assessment options – diagnostic tools for school health – that sample student work, not just test scores.
- Common sense suggests that we hold on to what works for most – like the National Writing Project – while we experiment with what might work for some – like Teach for America.
- The federal government is strong-arming state and local policy with faux competitive grants that are won through compliance, rather than through innovation. This is clear and it will come back to hurt the United States Department of Education and our schools.
Emperors, clothe yourselves with some modest scrap of democracy. It's painful to look at you. It's painful to hear you. It's painful to think of the lost opportunities you cost us in changing public education and lives for the better.
You're welcome at my table when you dress for dinner with the unbought.
Just join us and listen.
That would be payment enough for me.
I may not be Faulkner, but I'm cheap.


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Stolen Tesla crashed, ripped in half, first major injury and potential fatality in a Tesla
Stolen Tesla crashed, ripped in half, first major injury and potential fatality in a Tesla
For TM car owners/future owners a discussion about this is started in Breaking News thread. I wanted to keep the 'shorts' and 'trolls' out. http://www.teslamotors.com/forum/forums/breaking-news
Cheeses. The Tesla split in two and one half part got wedged between two concrete walls. Wonder how fast he was going. Must have been full throttle or near by?
From what I remember about the crash tests of model S they came out trump up and ahead of the game. So when the S was ripped in two parts there must have been major forces impacting the vehicle on impact. Way over legal limit, and in such crashes the bulk of the S does not make the result any prettier.
Let's hope those 5 innocents motorists in the Honda makes it alive.
Would hate to see innocent people suffer death due to a crazy joyrider.
Why were the police chasing this guy?! This practice has got to stop. The Model S could have been tracked via GPS at a safe distance without the guy even knowing he was being followed. Then nobody would have been hurt.
According to one report, police stopped chase after they themselves got into an accident, the suspect kept on driving another 5-7 miles until he crashed.
I'm more interested in knowing how he stole the car. Did he get his hands on the key fob?
It sounds like the perp went through the windshield which would lead me to believe he was not wearing his seat belt.
I think the "streak" is still alive as they can asterisk this one. *Stolen vehicles being driven by convicts at extremely high speeds with no seat belts have a high percentage chance of dying in any car.
@Gen3Joe - Total agreement. In the UK they break off at 50. They would rather risk losing a criminal (temporarily) than cause this kind of carnage. This is silly cowboy stuff and it has to stop. With the air support major police departments have, that's the way to do this and trail along behind (UK model). Oh and it's pretty easy to find a Tesla, too thanks to its connectivity. It's a pretty stupid thing to steal one of these. Even more stupid is a high speed chase.
From one article I saw, it sounds like the driver was wedged between the building and the rear half of the car, so he was probably ejected through the rip in the car. Either way, I doubt he was wearing a seat belt. To say that someone died in a Model S would be stretching.
But the statement "No owner has ever been killed or seriously injured in their Model S" would still be legit even if this guy dies!
The car had a regular calif license plate, so it looks like it was stolen from a service center.
@Flaninacupboard Great point. You have to pay to drive the safetest car in the world.
@gen3 and @john - you will have to find another example to support your cause. According to all reports, he was not being chased by the cops.
Perhaps this calls into question the wisdom of police calling off chases. Had they continued to pursue him, perhaps he would have been stopped before killing himself and causing serious injury to three other people.
reported as an owned car in for service
He was chased until the cruiser crashed.
Maybe it's time for Tesla to add an optional PIN entry to initially activate the Model S "car start" while pressing the brake pedal. Multiple wrong attempts could be monitored by Tesla Motors as an possible problem. Could help DUI issues as well.
I noticed in the video that in addition to the burning front half of the Model S, you can see three separate smaller fires burning in the background. It appears that they are not coming from any of the other wrecked cars, but simply small pieces of something burning on the street. You can also see small explosions that send fireballs shooting into the air, like fireworks.
Could these be battery fragments from the wrecked Model S?
The battery broke up and it sounds like individual 18650s were igniting and popping.
Virtually all police depts. in urban areas have strict rules about pursuit, & require at least a sgt's authorization. The rules include refusing or stopping pursuit when speeds could put other drivers at unreasonable risk (due regard regulations.) In addition, there are state laws (certainly in GA) regulating emergency driving for all public safety vehicles. In my entire career in EMS, the only examples of accidents resulting from pursuit of which I'm aware in my area have been incidents of officers from outlying rural districts chasing vehicles into the city. There will always be cowboys, but they are quickly reined in or dismissed from large municipal bureaus. If the kind of chase scene you see every night on tv happens in the real world, some patrolman - and probably his supervisor - will be in deep trouble with his bureau.
Sorry, tes-s, but your logic escapes me - if the guy was still doing near 100 after PD had already dropped off, he would surely have increased speed & reckless evasive maneuvers had he continued to see pursuers, & had the kinetic energy to do even more harm.
Around 4 seconds into this video you can see the car is not on fire and the dash display is still lit. Can't see the front seats clearly (to surmise if the driver would have made it had he put his seatbelt on) but airbags do not seem to be deployed. The timeline on the video may be off too; it starts with fire in mid-section then no fire then fire again. Also, its remarkable the front is relatively intact. What kind of force is required to send a two ton car airborne!!
Wow. Stupidity resulting in death & destruction.
I'm not convinced there was a fatality looking at the coverage thus far.
For each problem or tragedy, it is nice to consider what we could do better in the future, even if the fault for this tragedy lies with a perpetrator in this case.
If I understand the scenario, there is a nice requested feature that could be extended to help prevent this problem:
Reportedly the MS was an "owned car" that was being worked on in a Tesla Service Center.
This scenario is somewhat kindred to handing your keys for Valet Parking. The (outstanding) requested feature is the moral equivalent of a valet key (with "less capabilities") similar to what we have with ICE cars (e.g., can't open glove box and trunk?). With Tesla, the "valet key" (or "key mode"??) should restrict the speed, power, maybe even distance (under full power?), that a car can drive.
When we drop off our car at Tesla, they (we?) should certainly put the car in a mode that precludes abusive behaviour. There may be "exceptional cases" at Tesla where they temporarily need more features... but that should be the exception, rather than the rule... and certainly Tesla can craft this mode to facilitate repair, but make such theft-abuse harder.
When a user gets back their car from the valet, or SC, it should of course be easy to put the car back into "full function" mode, and it should be very apparent (screen overlay??) that this needs to be done ASAP. Perhaps it could be as simple as having an owner's cell phone, with BlueTooth connectivity (i.e., a second authentication factor?), that cancels the mode. YMMV.
The MS with electronic controls has opened a giant range of potential solutions... it is only our imagination, the brilliant Tesla engineers, and a bit(?) of code to write.... before we make most ICE cars seem more like smoke signalling technology when compared with cell phones. [Yeah... you could get features like this with ICE cars... but I like the analogy ;-) ]
I am curious how the car was stolen. I thought these cars were almost impossible to steal. My first thought was that the fob was within range to operate the car. I've heard many people say their fobs were inside the house and the car was still reading it. Any ideas? Btw that dude should have died in ANY car. Dude was going small airplane crash speed. The news made sure to note the explosions coming from the burning battery. Yeah. That happens. I saw a 2008-2010 Mazda 3 catch on fire on the side of the freeway last week for no apparent reason. No news.
From the video link above it sounds like the police broke off pursuit but the thief kept going
They didn't break off pursuit, they crashed.
tes-s +1
BTW it'll be interesting to see the media and public reaction to what seems to be the burning and "exploding" batteries scattered around the scene. They resemble sparklers or skyrockets but not bombs as do some ICE accidents. I'll take that any day over the far more devastating fires and explosions from ICEs that we've all seen over the years.
"They gave up the pursuit after one of the police cars crashed"
I do recognize there will be many "CYA" explanations of how this happened...I'm interested in how this car was stolen from the service center (did they steal the key fob?)
I am only concerned for the innocent victims and the property owners, not the dead thief. He died by being ejected from the car. He likely wasn't wearing his seatbelt.
I'm beginning to think that Tesla has not done enough to address this issue. In addition to the titanium under-body battery shield, perhaps Tesla should consider adding control surfaces to assist during those periods when the car goes airborne.
Im said it a few months ago.. Police chases should be phased out. High speed pursuits are known to end in a bad way.
It's a passenger car, not an MRAP.
@jw40 wrote
>I am curious how the car was stolen. I thought these cars were almost >impossible to steal. My first thought was that the fob was within >range to operate the car.
Last week I drove to a local store, parked around the side, went into the store (with the key fob with me), and when I was done, and came out, I noticed that the radio was on and that the screens were lit as I approached the car. So when I put the car in park and got out of the car with the key fob still in my pocket, it apparently had not shut down. I should have noticed that as I walked away.
I rebooted it and after the reboot, the dashboard (with my foot not on the brake) disaplayed, "Car Off," as it should.
We all carry around potential energy when we drive "things". ICE things waste 70% of that potential energy in the form of heat when compared to a BEV.
Damaging the storage container of the potential energy allows for an uncontrolled release of that energy (a fire). BEVs need less potential energy to perform their task thus they will ALWAYS be safer in the boundary condition where the potential energy is released all at once.
Put differently, for the same percentage of "gas" in the tank, an ICE has a lot more energy to burn thus its fire will be larger. Both will burn.
Nobody is reporting a dead thief, best I can tell. It's kind of an important detail.
I think it's clear that no matter how safe the car is if you hit something at 100 miles per hour it's not going to end up nicely.
Having safe car is one thing, but inviting reckless driving is another. I don't think we want Teslas be so safe they may actually be seen as dangerous for the community.
Compared to Paul Walkers' death and the driver in a gasoline Porsche on a pleasure drive I guess the thiefs are lucky to have survived thus far at over 100 mph in the city.
Also the battery pack seems to be in the rear of the car intact. I heard a reporter say the lithium batteries exploded but it was the front where it hit the car that had a fire?
That's why I always say the spoiler is a must.
These cars are crazy fast and crazy heavy, and in the wrong hands, bad things will happen.
I agree that perhaps it is time for Tesla to make these cars tougher, or better yet, virtually impossible to steal.
De-activation code for Tesla or Police......
Biometric scanner......
How about a "switch" similar to the FOB that could be hidden in various spots inside the car at the owner's discretion, and would need to be pressed to enable the car to energize. Even with a FOB, no thief would be able to find the second FOB even if they knew to look for one....
"Over to you, Tesla". (Oh, and much gratitude for creating the world's best car.)
My first question would be whether the criminal(s) were wearing seatbelts.
Secondarily, I do hope Tesla makes a really good valet mode, like you guys have outlined above.
Then also I wonder if there is something (make it opt-in) that Tesla could implement to remotely stop a stolen car.
With Tesla being the least stolen car in the country by a huge margin, I'm not sure we need a system to make these numbers go down even further. Other car companies have a huge way to go first.
The USA average is 3.56 thefts per 1,000 vehicles produced.
Tesla is at 0.15 thefts per 1,000 vehicles produced.
This was before the stolen LA car, so if we include it, the rate goes to .187 assuming no cars were produced since the report. In reality it's likely gone down if there were no other thefts, as many more cars have been produced.
@bob - I agree with what you said, and understand why police rarely chase.
I was objecting to the use of this instance to pimp for stopping police chases since I think they are already restrained to the appropriate extent. I was raising the contrarian view on chases, exemplified by this instance, since rarely do chases end more badly than a car split in two and three uninvolved people going to the hospital in critical condition.
@Mark Z
Excellent suggestion. Would mitigate risk due to criminal activity.
This fiery crash after a police chase happened this afternoon in Cocoa Fla but you can bet it won't get the national press. The fire was more dramatic. Luckily the driver/passengers seemed to be doing better. Hopefully my html works.
WESH Report - Fiery crash after police chase
Will Tesla replace this customer's car a) because the battery burned in an accident (that's in the warranty) and b) because it was stolen and totaled while in a service center?
My thought is that yes, Tesla will, and the owner has nothing to worry about, as far as getting a new Model S.
tes-s, I bit & you won. You're so complex.


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Lipscomb Signs Texas Runner
Clay Nicks, Lipscomb University cross country and track coach, has announced the signing of Clint Carter from Angleton. Texas.
Carter will run both track and cross country for the Bisons. He is a three-time cross country regional qualifier and a two-time track regional qualifier. In 2005 he was the 800-meter district champion. He was also a state qualifier runner-up. Carter was a four-year varsity letter winner in both track and cross country at Angleton High School.
"Lipscomb is a great Christian university that I know will fit me perfectly," Carter said.
He is the son of Rosemary and Phillip Carter.