text:
|2012-11-12, 00:51
|Link #3141
Join Date: Feb 2008
TBH, this entire paragraph tells me you don't really have a grasp on what the EU is. Europe, and the EU, is not a singular sovereign state, it has never been, nor is it intended to be. It was created to prevent Europe from descending into yet another world war after falling into TWO of them in less than 40 years, by increasing the economic ties between the member nations.
Sounds like you want the European nations to cede their sovereignty to the EU, not going to happen.
|2012-11-12, 01:05
|Link #3143
formerly ogon bat
Join Date: May 2011
Location: Mexico
Age: 48
|2012-11-12, 01:29
|Link #3144
cho~ kakkoii
Join Date: Nov 2003
Location: 3rd Planet
That said, now that the Democrats are in the thick of things, everyone better brace yourself if you like your internet as it is now...... It's just a matter of time before we see more of those SOPA/PIPA pops up. It's not a coincidence why DNC's platform-stage (sound, video, lighting etc..) was so much better than the RNC one.
Btw, VCB's chart is so irrelevant when I take into accounts the structure of government, people and culture of those countries listed. Something that may appear good outside looking in, doesn't mean it will work out the same way if roles reversed. There is a lot of reason why Obama became so unpopular in the last two years of his presidency in the US, but the biggest reason was highlighted in his first debate. The guy essentially became ineffective at communicating (even with his own party.) Yeah, I know it's easier for outside-world to judge Obama when they are comparing it to the backdrop of 8 years of Bush, but the thing is, a lot of people were also hoping that things would turn around dramatically when Obama became president. For people outside, it's like how you have that adorable 2 year old nephew/niece that you can't have enough of, but at the end of the day you aren't going to deal with all the crying and fussing and pampering and all the hard work a parent put in to bring up that child..... because you are going to leave.
I personally don't want see a Obama-like in Germany in my life-time because that would seriously tarnish my entire image of the Blitzkrieg-nation I hold dear.
On an entirely different topic, I've been listening to the weekly House of Common questionnaire for England Prime Minister, and this thing is sheer entertainment. People are allowed to heckle in their for heaven's sake... And that Speaker, oh my gosh.... he is such a bad-ass.
P.S. Oh James... can we have a General US Politics thread once the excitement of the election dies down in here? I, for one, don't want to lose all the fun discussing US politics. Yeah, I'm pretty much relying on you to start up the thread since you've been proactive at engaging us with US politics.
|2012-11-12, 01:40
|Link #3145
Join Date: Feb 2008
Are you seriously saying that the various european countries should cede control of their military to a central EU government, but nothing else would change, and everything will just keep going as if nothing happened? really?
Let me ask you something, who is going to say no to the EU govt if it decide to impose a particular law or policy? or if it decides to enter into a war? What are the member nation going to do? ask nicely?
Seriously, please point out a single country on the planet that has some other governing entity controlling their military. It's ok, I'll wait.
|2012-11-12, 01:57
|Link #3146
Join Date: Feb 2006
Christ, I can't believe Rove spent 400 million dollars on campaign and lost almost every single race. If Crossroads was a company and Karl the CEO, he would be fired so hard now that would be smoldering crater in his office. Think how much good that money have done.
Away some fascinating back-stage stories on Romney's campaign have been coming out in the last few days:
This just further paints how so out of touch Romney and the rest of GOP were with reality, that they eventually believed in the bullshit they created themselves created. Now that the bubble has crashed, hopefully they can return being a sane party again, if that's even possible.
Last edited by Iron Maw; 2012-11-12 at 02:16.
|2012-11-12, 02:03
|Link #3147
Senior Member
Join Date: May 2009
Location: classified
That's how you know both of them want the same thing, they just play this game of "us verses them" to whip up support from their bases and pay off their handlers/backers.
Well, let me point out some major differences between Libertarians and myself.
Libertarians don't believe in Jefferson's Government Healthcare system.
Many of them (though not all) don't believe in government police, fire departments, or paramedic services.
Whereas a classical liberal sees those as the exclusive jurisdiction of government.
In fact, many classical liberals see the public-private military industrial complex as offensive, and I'm one of them.
There shouldn't be private companies like McDonald-Douglas, Northrop-Grumman, Colt, Bushmasher, or other military contractors supplying the US government (unless there is an emergency like WWII).
That's not to say there shouldn't be private military producers for the civilian market, just they shouldn't be supplying the government.
However, outside of such an emergency, government shipyards, weapons manufacturers, and armories should be the only suppliers to the Federal and State armed forces.
It used to be that citizens could buy weapons directly from the old Springfield Armory in Springfield Mass. Springfield Armory was a government arsenal.
Unlike some Libertarians, I'm not for minimal government per se, I'm for minimal government intrusion into the lives of the citizenry and in the free market.
I wants limits on what government can tell us we can own, who we can have sex with, what we can do with our bodies, what we can put in our bodies, and what we can do with our property.
Unlike some Libertarians, I believe government should crush monopolies with an iron fist, and it should not allow for the creation of corporations.
Many classical liberals also don't believe in intellectual property rights (which is something some socialists agree with us on).
Classical Liberals are also completely opposed to Objectivism.
Something that many Libertarians embrace.
If healthcare were necessary for survival we'd have gone extinct as a species thousands of years ago since it didn't exist in its modern form prior to the 19th century.
If you mean that in the modern world it has become necessary for survival, then so is a house, a car, I'd argue a computer, self-defense, and yes health care.
So in the sense that in our modern society it is something necessary to survive, I would agree.
But not from a historical standpoint.
FDR's "2nd Bill of Rights" should have been passed and ratified, but the corporate influence in the 1930s was already well established thanks to Woodrow Wilson.
Thus we again agree, though from different angles of the issue.
I really wanted to see the mandate struck down and the bill reworked into an actual tax and/or expansion of medicare/aid to cover people making less than 30,000/year.
That would have made more sense then forcing people to buy insurance or pay a fine.
BTW if you want to read the entire PPACA, here is the PDF of it.
However I'll go one step farther and say that money isn't the problem per se.
Money is just labor in a tangible form that can be traded for poducts or services.
These large companies aren't motivated by profit as much as they're motivated by power.
I'd submit that power is the problem, and/or the lust for it on the part of both corporations and government.
Look at Fox News or MSNBC.
Both lust for the power to influence and manipulate the population into their view of the world. Profit is a factor to keep their businesses going, but the motivation is power.
I say this because governments are just as guilty of colluding with the very mega-corps and monopolies we've both mentioned here. Power corrupts and it is no wonder the US government has become corrupt due to its level of power.
Healthcare is no different.
If you control a person's health, you control that person, and there in lies the danger.
Stalin proved beyond any doubt that one man can hold so much power as to be able to apply deadly force against a population at his whim. North Korea is the same way right now.
That is why I say government is force, because it intimidates the populus into doing what the leaders want, that's how dictatorships operate.
Moderate, effective government in the sense of one that serves its people rather than the people serving it, is the most desirable form.
Listen? No.
I'm a rebellious SOB who does what he wants and doesn't listen to outside influence.
I don't watch the TV.
I think the last show I watched on TV was the X-files when it was brand new.
I do watch anime (like all of us here), but probably not as much as most people here.
Mostly I like to read.
As to your questions.
I wear both a toga and jeans, as well as sweatpants.
I use both chopsticks and a fork depending on the meal.
I speak English, some French, and a little Japanese (which I suck at ).
True Freedom is an idea.
Mortimer J. Adler explained it very well in his book "The Idea of Freedom."
Jefferson being one of the most outspoken.
Breaking the bonds of mercantilsm was certainly a difficult task, but things aren't better now.
We're now at the mercy of corporations.
Workers' rights are a joke if you can't even start a business or compete with the monopolies.
Being your own business owner is vastly superior to being a worker, which is why Marx was full of shit in Das Kapital.
As you know, I hate Marx. The dumbassitude he perpetuated on the world is still conning people into believing it and corporatism has benefited on a level that idiot never dreamed possible.
I'd like to go back in a Tardis and beat the snot out of him with a copy of R.J. Rummel's book in one hand and a copy of David Korten's book in the other.
I hope Lenin is kicking his ass in some other dimension right now.
So while the "good ol days" weren't always good, the "progress" over the last 236 years has brought with it a whole new slew of problems.
In proper constitutional republic, the gestapo isn't even supposed to exist, let alone show up at your door.
A contract is an agreement between two parties.
The constitution is an agreement between the people of the states and the federal government.
If political parties abuse their positions of federal power and seek to impose their agenda on states that don't want it, then they've violated the constitution.
The constitution protects minority rights (all minorities now with the amendments) in opposition to the whim of the collective.
That's why it matters so much, Solace.
Last edited by GundamFan0083; 2012-11-12 at 02:15.
|2012-11-12, 02:07
|Link #3148
formerly ogon bat
Join Date: May 2011
Location: Mexico
Age: 48
|2012-11-12, 02:29
|Link #3149
Join Date: Feb 2008
If you want to debate the merits of a single-world government, we can do that (thought frankly it would be more appropriate in an alternate history or sci-fi thread, as the chance of that happening is probably about the same as being invaded by aliens), but you'd have to come back down to Earth first.
|2012-11-12, 04:49
|Link #3150
The Comet has Come
Join Date: Feb 2008
Location: Republic of California
Age: 41
Technically the United States of America is a collection of 50 sovereign states (countries), that for a century or so had their own militaries (the state militia) until they were all combined into the National Guard in the 20th century. The Civil War was a collection of State armies, volunteers, drafted soldiers, as well as the national Army. On both sides.
Speaking of Civil War and secession...those 15 states actually cannot break away from the United State, even with a write in vote. It is considered illegal under the Constitution. Texas v. White (1869) holds that once a state enter the Union, it becomes part of a indissoluble political body that is the United States of America.
"The union between Texas and the other States was as complete, as perpetual, and as indissoluble as the union between the original States. There was no place for reconsideration or revocation, except through revolution or through consent of the States" ~Chief Justice Salmon P. Chase
Which to me reads that unless all the states agree that a state can leave (one assumed via a vote of some kind, be it popular, or Congressional) that the state may not leave the Union. It would be about the reverse of the statehood application as currently enacted. Basically the what Puerto Rico was doing, save that they would not have the statehood option onthe ballot. Instead it would be a vote for independance. If the majority of the State says they should leave, they then have to go though Congress to ask permission to leave, than have the President sign it, releasing them from the United States of America. (because independance was an option for Puerto Rico and the President said he would follow the will of the Puerto Ricans on their referendum. But they picked statehood, so unless something stalls it in Congress or their is a legal battle over the referendum, We will have a 51st state.
Not so likely we will have a mass reduction in the number of states, given how realities are these days. Unless the President or Congress do something vile enough to warrent a real rebellion, the states will hold together.
|2012-11-12, 05:30
|Link #3151
Knight Errant
Join Date: Dec 2007
Location: Dublin, Ireland
Age: 30
If you get a fiasco similar to the debt ceiling stuff, more people might start paying attention. That hasn't borne out yet.
Though in 2000, with the cold war long over, many countries were fairly enamored of the USA. George Bush squandered a lot of good will.
Economically, the EU is almost integrated enough, with movement and work being easy enough that most of the national borders may as well not exist for day to day life. In military matters, Europe doesn't need a joint force. Most of the powerful states are already part of the unified command structure of NATO.
European states differ on more minor conflicts, but where it counts (defending against Russia) you'll find Europe quite unified.
In terms of US politics, I would see nothing wrong with loosening the Union. If Texans disagree with New Yorkers, then let the Texas have different laws on the matter then New York.
|2012-11-12, 05:40
|Link #3152
Asuki-tan Kairin ↓
Join Date: Feb 2004
Location: Fürth (GER)
Age: 38
The EU was meant to provide a foundation for economic cooperation between european nations before the Euro was introduced in the Euro-nations.
Singular countries could be considered fully independent before the introduction of the Euro. Whatever that means, because when you want to live with your neighbours, you will never be fully independent (nor is it a bad thing to find solutions that are internationally accepted - at least from most like minded neighbours).
The Euro was one step to decrease the independence, since now fiscal policies are felt everywhere in Euro-nations. As you can currently see, the northern and southern nations contradict in their policies... and now they have to find a consensus, because the Euro took them the ability to this for their own. We as nations lost independence, but we gained the need for consistent policies.
Another nation independence decreasing factor is the recent introduction of the EU-treaties. It doesn't seem like much, but these two things are now among the major competitors to e.g. Germany's basic law (and certainly for other nation's constitutions too). For example the Federal Constitutional Court of Germany usually meant to defend Germany's basic law is very eager to find loopholes in the interpretation to make it not clash with EU-law.
In my oppinion this is a major sign for giving up national independence (and I doubt Germany is the only country in this process).
So, yeah technically, the EU (except Great Britain) nowadays is meant to de-nationalize EU-nations. If that is a good or bad thing, is stuff for another debate.
The EU-nations are not as dependent as you think yet. But thats not really the issue here, its just a strawman - you clearly are against the RIAA/MPAA and the attempts to make supranational law. US law is not applicaple to other nations. The only thing that makes other nations follow US law is powerful US-embargos.
If that is what really irks you, you should concentrate the debate on it.
|2012-11-12, 08:47
|Link #3153
Senior Member
Join Date: Sep 2008
Age: 32
|2012-11-12, 09:06
|Link #3154
books-eater youkai
Join Date: Dec 2007
Location: Betweem wisdom and insanity
U.S. Congress created this cliff and may now plunge off it
|2012-11-12, 10:09
|Link #3155
Join Date: Dec 2005
Location: Central Texas
Age: 34
Letter to a future Republican Strategist regarding white people
awesome read and if the link doesn't work for some odd reason click teh sp0iler :3
Spoiler for Long letter is long:
|2012-11-12, 10:09
|Link #3156
Join Date: Feb 2006
But that said, the petitions are just from some morons who no idea what they're saying. I doubt the major of populace in those states actually want secede. It's not the first time in recent history crazy people have brought this up IIRC, some guys wanted Texas to break from U.S in 2008. This post election hysteria will probably die down in couple of months when their realize the Obama isn't going to sell the country to China, take their guns or bring about whatever conspiracies they have been lead to believe.
Last edited by Iron Maw; 2012-11-12 at 10:27.
|2012-11-12, 10:45
|Link #3157
Senior Member
Join Date: May 2009
Location: classified
E.T Williams weighs in on the idea that conservatives are only "angry old White Men."
Perhaps the GOP is changing already, as we see more and more people of color gaining a foothold within it.
However, that said I don't think that race should matter should it?
To truly be above racism we need to judge a person based on their character and political beliefs, not their race.
|2012-11-12, 11:30
|Link #3158
books-eater youkai
Join Date: Dec 2007
Location: Betweem wisdom and insanity
The GOP's media cocoon
|2012-11-12, 12:21
|Link #3159
Me at work
Just look at the UK,it's the union of England, Wales, Scotland and Northern Ireland,those are four different cultures all with strong national identities,they even compete against each other at sporting events like the soccer world cup.
Belgium is the federal alliance of two different regions that don't speak the same language.
Italy was a collection of different states for centuries until it was unified in the 19th century, but strong regional identity is still present.
Spain has strong regional identities and different languages as well,go to Barcelona and you'll hear plenty of people speak Catalan.
I'll stop there for the examples but my point is that some european countries are hard enough to govern as is (belgium recently stayed 541 days without a formal government for example) that trying to add another layer is just asking for too much.
Just the fact there hasn't been a war between western european countries for nearly 70 years now is already quite an achievement in itself since these are countries that spent centuries fighting each other routinely.
|2012-11-12, 12:59
|Link #3160
formerly ogon bat
Join Date: May 2011
Location: Mexico
Age: 48
|Thread Tools


text:
|Summer Special Exhibit: Albright Artists
The Museum is open for our expanded summer hours on Wednesday and Saturday afternoons. Stop in and see our feature exhibit about the Albright Family of Artists.
Warrenville Historical Society
Where History Rocks!
Visit the Musuem
Visit the Museum
Summer hours:
Wednesdays 1-4pm
Sundays 1-4pm
Also open by appointment.
Albright Building
Upcoming Events
- Museum Guild Christmas Fest
November 01, 2014 (10:00 AM)
The Warrenville Museum Guild will be hosting the 30th Annual Good Olde Fashioned Christmas Fest Craft & Bake Sale on Saturday, November 1st from 9:00 a.m. - 4:00 p.m., at the Warren Tavern, located at 3S540 Second Street, Warrenville, next to the Albright...
What You'll See

subset: commoncrawl


text:
Thursday, October 16, 2008
My Neighborhood
A young man, probably early 20s, morbidly obese with shiny red lips and an empty stare, wearing a Packer jersey that had seen better days. He was pulling an ancient computer around in a children's Radio Flyer Wagon. He was going around the house, like he was taking the computer for a walk. He looked up at me and seemed 10% embarrassed about the situation.
Realistically, he was a retarded young man having a good time. Alternatively, he was just a fat guy cleaning out his attic.
Then I ran by a number of churches. The poorer the neighborhood, the more churches; more opium to the people, you know. But there is one church I hate. It's a Baptist church; the reverend there once stated in the local newspaper that the war in Iraq is God's will, and that Man should not care about the environment, since Rapture is just around the corner. That guy is everything that's wrong with the world, and yet he is allowed to preach hatred in there, in his tax-free haven.
Then more of the same. A bumper sticker said "I vote pro-life". Which is fine. I guess. But somewhere a Republican strategist is thinking "sucker!". Unless the driver was an excentric Purveyor of Fine 1996 Rusty Pontiac Grand Ams, he probably didn't make $250K a year, or $25K a year for that matter.
Then the kicker. A group of people holding giant posters with dead fetuses. Nasty stuff; one baby looked like it was almost full term with a crushed head. They had come in a big van and looked like absolutely normal people, preaching an absolutely hateful message. I don't know if they were legal but I saw the same group later that day in another part of town and had to tell my kids to look away. They had come in from the hills to show the city people how it was, in a big van with a dead fetus on it. It had the words "Obamanation" all over the side.
I think stiff like this has the same effect as when Obama pals around with gay peace activists: it frightens the moderates. I, for one, sure was freaked out. Such hatred.
Where do I lean, you ask? Socially, I am left of San Francisco. I am for complete social freedom, which is typical of a European-American halfsie such as myself. No surprise there.
Financially, I am torn. America is extremely unfair. Extremely unfair. Most Americans, espeically poor Americans, do not realize just how unfair life is. Too many Americans are caught by society in lives they cannot escape. There is not enough money; there is no escape. The other day, I saw a 25-year old guy with stumps for teeth. Had no health insurance; came in for back pain but didn't want his job to know about it. Told me he was spending all his money on his two kids. Seemed like a really nice guy. Most of these people, who exist around the poverty line, are good people for whom things just didn't work out for a while. It doesn't take too many missteps, and they are stuck.
But the thing is, I can live with the unfairness because I am on the good end of unfair. Most people who have travelled outside America, who have seen the extreme unfairness of edveloping countries or the stiffling fairness of Europe, are on the good side of unfair. They can live with it, too. I know that, realistically, it's not right that a doctor makes 10 times more than a school teacher but yet I live with it.
A teacher of mine in elementary school, John, was a great guy. He was a gay socialist to the bone. He made us sing socialist fighting songs, but he also taught a really decent Religion class. A student once asked him (you'll be able to tell this was not in America): "if you win the lottery, will you still vote for the Socialists?". John thought about this for a long time, and we were all waiting to hear his answer. He finally said "I would still vote for them, but I would hope the Conservatives won".
I know exactly what he meant.
I guess I should write about running, too. I have put in some decent speed workouts but they tell me that I am not in the best of shape. I am running a 10K on Saturday and I think, realistically, I am aiming for a sub-35. More importantly, I am going for the win, and wouldn't mind running tactically.
The Girl is faster and faster. She has started to do speed work once or twice a week. Usually runs 800s in 5:50 pace. I think she will probably run just below 40 minutes on Saturday.
We are talking about running the trans-rockies race next summer as a mix team. It's a strange race, in the sense that the couple has to run together, making the woman the important part of the team. However, the Girl is slowly becoming the (relatively) faster of the two of us so that's probably a good thing. If "pushing" is allowed, it would be fun to run it competitively.
Actually, back up. What's better, a man's 35-minute 10K or a woman's 40-minute 10K? Anyone? I guess my gut tells me the womans 40-minute 10K but I am curious to hear what other people think.
6 comments:
- Abbie said...
I read your wife's blog and would have to say a woman's 40 minute 10K for sure. Sorry to hear you're so down about the election. It can definitely get discouraging that's for sure. Sorry too to hear about your thoughts on religion. I promise, it's not all as bad as it seems.
- October 16, 2008 at 12:00 PM
- SteveQ said...
35 always beats 40, in my book.
I'm the rare liberal scientist who's religious. I'm also the rare post-doc living below poverty level. My views wouldn't fit any society formed as yet, but I'm hopeful.
By the way, I once showed photos of embryos to a group of pro-lifers, asking which were human. They said they all were, though one was a lizard, one a chicken and one a dog; you have to know what you're arguing!
- October 17, 2008 at 8:41 AM
- Runningdoctor said...
Just to clarify, I do consider myself religious. I think there is a "God" in the sense that:
- Life has meaning, although we, as humans, won't know what it is.
- There is an "objective" right and wrong determined by something greater than us.
Now, organized religion doesnt make sense to me. Why do most religious people think that what they happened to be born into is exactly the right religion? It seems to me too much like cheering blindly for your favorite NFL team.
Organized religion is too much about money, power and "us versus them", in my opinion.
- October 17, 2008 at 9:34 AM
- Runningdoctor said...
Oh, and I looked up 35 versus 40. Steve is right. For a 30-year old runner (ie. an open runner), a male 35 is 77% and a female 40 is 75% of age-graded performance.
I don't understand those age-graded percentages but they are used universally, I guess.
Now we actually have to go out and run these times.
- October 17, 2008 at 9:40 AM
- Danni said...
Good luck at the 10k!!! I like your post and know just what you mean -- I too am on the lucky side of unfair. That said, taxes don't bother me and I probably lean towards socialist economically.
My running partner and I would love to do Trans-Rockies, so if we can convince our husbands that it is a good use of vacation time and money we might see you! We'd be a chick team though.
- October 17, 2008 at 12:24 PM
- olga said...
You know, I figured why I read blogs in general, and yours and Girl's in particular (btw, I mean a very few blogs). Very often I get visualized and verbalized thoughts I couldn't point finger at. Like the one with too far either side scaring moderation. Or your comment on religion (in post and comment).
Yes, congratulation on a family sweep. I am looking forward to running again. Just hope to hold on to this excitement after a long break, and also to start building smart and slow.
- October 21, 2008 at 9:12 AM


text:
- Williston State College Home
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- Williston State College manages change during a time of growth and expansion
News Feed
Williston State College manages change during a time of growth and expansion
Monday, October 7th, 2013
Posted by Kayla McKeil; Director of Marketing - Williston State College
Williston State College manages change during a time of growth and expansion
WILLISTON, N.D. - Few places in the city have changed as much as the campus of Williston State College. In the last five year, they have completed seven projects which include new buildings, additions, and renovations. The scope of transformation has been great, not only for students and employees, but for the community as well.
"Having been a teacher, I always considered WSC to be a great school. It's just been in the last few years that the appearance has changed dramatically," said Sheri Retzer, former WHS teacher of 30 years. "The aesthetics have really been a focal point and I love how the history of the area is being incorporated into the campus."
Having just completed a student lounge, science addition, residence hall, apartment building, and several campus beautification projects, Williston State College shows little signs of slowing. This once small extension center is currently working on a front drive renovation, scheduled to be completed mid-October, and is host to one of the most exciting projects in the region: the Williston Area Community Recreation Center.
Both of these projects will change campus radically altering WSC's appearance.
"In terms of the front drive project, we will have a nice landscaped green space where we can host annual events, festivals, and entertainment," said Kayla McKeil, WSC Director for Marketing. "Who knows, we might even be able to host a graduation ceremony out there someday!"
The WARC (Williston Area Recreation Center), set to open spring 2014, is a 254,000 square-foot facility encompassing state-of-the-art equipment and recreation space. The College and Parks and Recreation district continue to partner on this project and discuss new ways to assist each other in its success.
Looking into the future, WSC has plans to renovate Stevens Hall, the main academic building on campus. This renovation will greatly increase the efficiency of the building, not only for students, but for the faculty and staff working there. School officials are working with the JLG architecture firm to finalize plans for the project and work should begin this coming spring.
There have also been discussions regarding a potential second apartment building on campus. This second building would be similar to the first in size and placement on campus grounds. However, it is not clear yet when this project might take place and who it may house.
Present throughout the majority of this recent transformation has been Grand Forks based architecture firm, JLG Architects, who has helped develop WSC's master plan and worked on several projects.
"A master plan, by its very nature, is a suggested outline and a guide for campus growth and development. At WSC, it has been remarkable how quickly JLG's master plan is becoming a reality," said JLG's Williston Branch Manager, Mike McLean. "The transformation in the last five years is equal to the changes that have occurred in the previous fifty years - going all the way back to the founding of WSC in 1961."
For more information about current and future projects at Williston State College, contact Kayla McKeil at 701.774.422 or email@example.com. For other information regarding Williston State, visit willistonstate.edu, call 1.888.863.9455, or stop by 1410 University Avenue, Williston, ND.


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This textbook chapter describes how the Earth is unevenly heated by the Sun, and the role this plays in determining the Earth's seasons, global winds, and weather events such as storms and tornados. The resource includes a demonstration model of... (View More) the uneven heating of the Earth's surface and links to current news articles, and a suite of pre- and post-unit assessments. A teacher's guide supports classroom use. This is the seventh chapter in the unit, Energy Flow, exploring the transfer of energy through the atmosphere, oceans, land, and living things over short and long timescales. The resource is part of Global System Science (GSS), an interdisciplinary course for high school students that emphasizes how scientists from a wide variety of fields work together to understand significant problems of global impact. (View Less)
Clouds serve as a theme in a series of linked introductory explorations in math, language arts, and science. After participating in a demonstration of cloud formation, students are directed to create an acrostic poem (a poem that uses the letters in... (View More) a word to start each line of the poem) and peer review and edit each other's work. The class collects atmospheric temperature and cloud cover data over a period of days and then construct graphs to assist in analysis. This lesson is supported by observation protocols, teacher resources, and a glossary of scientific terms. This activity is related to the NASA CERES Students Cloud Observations Online (S'COOL) project. (View Less)
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APPLE VALLEY — The Burroughs cross country team rose to the occasion at the High Desert Challenge over the weekend.
APPLE VALLEY — The Burroughs cross country team rose to the occasion at the High Desert Challenge over the weekend. The boys used a team effort to earn a landmark win over Granite Hills and take the meet while the girls set a new team record on Saturday at Horsemen's Center.
The Burros' boys team wants to win the first Desert Sky League championship in program history, and made strides toward that goal at the High Desert Challenge. Burroughs edged four-time defending champion Granite Hills 49-50 to win the seven-team meet, its first victory over the Cougars since 2008.
"We wanted to send a message that we not only are here, but that we're going to contend for this league championship that is theirs," Barnes said. "We don't want to wait until the end of the season — let's start doing it now and have them understand that we're not going to roll over and let them have the league championship again."
The key for Burroughs was execution. The boys team had a specific plan coming into the race, and Barnes said that plan was followed precisely on the course.
"It was a good race day for us without a doubt, and that's one of the things we need to learn how to do — race a little bit better," Barnes said. "About two miles into the race Barstow was in the lead, but having a different and better plan of how to race and how to finish the race really helped us out."
Josh Boston won the race with a time of 16:26, finishing 22 seconds better than his previous record for the 5,000-meter course. Boston was challenged initially by Riverside Prep's Domingo Galeana before pulling away with a half-mile left.
"Josh was awesome. He looked like he was in control — he really only led the race the last half-mile," Barnes said. "He ran the race according to the strategy perfectly — just sit back and let everybody else do the work and then attack at the two-mile mark. Perfect race and perfect win."
Burroughs top five runners finished in the top 16 overall and, more importantly, placed ahead of Granite Hills where they needed to. Greg Ostrom (17:31) took seventh, Alan Bradford (18:04) placed 11th, Alex Salinas (18:27) finished 14th and Andrew Estabridis (18:38) came in 16th.
"They accomplished the goal in terms of racing — putting people in certain places in front of their guys," Barnes said. "Our goal was to have somebody in front of their fourth runner and have our three, four and five racers beat their fifth guy — they ended up beating their fourth guy."
The race showcased the depth of the boys team, which will be racing without transfer Christian Schultz until October. It also erased any bad taste left by a subpar performance at the Colton Swarm Invitational the week before.
"We were trying to show Granite Hills that we have the ability to beat them now," Barnes said. "We want to beat them with the team we have. We know that whoever we put in there, we can get the job done."
The Burros' girls team smashed its previous course record by more than five minutes, running a 111:23 on the three-mile course. Maryah Marcano again led the way, setting a school record for the course with a time of 20:41.
Marcano beat her previous mark of 22:08, as did two of her teammates — Julia Ernst ran a 21:50 for a ninth-place finish and Anne Ewbank ran a 21:58 while finishing 11th. Marin Carey (22:27, 12th) and Brianna Malone (25:27, 19th) rounded out the top five for the girls team, which finished second behind Granite Hills.
"We put four girls in with their seven girls through the mile mark, and we typically don't do that — last year we had one," Barnes said. "We're not very competitive yet with them head-to-head, but we're making our strides and we're improving."
For Marcano, the race didn't exactly go as planned. She finished fifth overall behind four Granite Hills runners and raced 47 seconds slower than the Cougars' Katie Deimling, who came in first place.
"Maryah was disappointed because she didn't race well — she wasn't even close to Katie this time," Barnes said. "It was an off week for her — she beat those girls the week before and she couldn't beat them this week."
Burroughs' next race will come under the lights on Friday night at the Woodbridge Invitational at Estancia High in Costa Mesa. The unique two-day event is more about experience than results, and some races will feature as many as 300 runners.
"This week is fun — the course is lit up and it's really an impressive sight," Barnes said. "It's a very fast course and it's for fun — it's one of the largest invitationals in the United States."
The boys' varsity race will start at 8:40 on Friday night, with the girls' race set to begin at 9:28 p.m. The invitational is a precursor to the first DSL Cluster Meet of the season, which will be held next Wednesday, Sept. 25 at Barstow.


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The financial crisis has many young adults rethinking or delaying major life events, including having children, over one major snag: the price tag.
Continue Reading Below
"The cost of raising a child has gone up by close to six figures in the last 10 years," says Carmen Wong Ulrich, a contributor for BabyCenter.com. "When the economy is tight and money is short like it's been in the last few years, the birth rate goes down as more people choose to wait or not have children. The decision to have kids or more kids has become as much of an economical choice as a personal one."
The Great Recession and uneven recovery has many young adults delaying having children due to financial uncertainty. In fact, the Center for Disease Control reports that birthrates have fallen at an alarming rate since 2007. In 2012, there were 63.2 births per 1,000 women, down from 69.3 births in 2007.
The Department of Agriculture reported last summer the average cost of raising a child was $234,900, but many experts say the number isn't an accurate reflection of the true costs of having children. For starters, the department's figures only take into account costs through age 17 and doesn't include college tuition, which can double that figure. Families earning more than $100,000 can expect to pay an average of $389,670 for a child through age 18.
"Kids these days have the same needs as previous generations, but they need more earlier," says Scott Steinberg, CEO of TechSavvy.
He points to kids needing laptops, smartphones and other technology at an earlier age because society and, often, education institutions, demand it. "Today's kids are more connected than ever, the costs of these goods should go down, but that's not the case. It's not just the Joneses that families are trying to keep up with, it's the Smiths, the Kleinfelds, it's the entire neighborhood."
Like retirement, there's no magic number to signal financial readiness for having children, and the insecurity surrounding job prospects and progression has many individuals in a holding pattern.
"Wages aren't keeping up with the price of having a child," says Wong Ulrich. "Discretionary income is shrinking as the cost of actually giving birth soars, cost of living is up along with rent prices, owning a home, and medical costs. If you still have the same salary as 10 years ago, it's hard to find wiggle room."
High Expectations Means Big Spending
With the background of recent graduates struggling to find employment haunting parents, experts say the pressure to give kids the best of everything in order for them to be successful in life weighs heavily.
According to a recent Intuit Spending Index, families are spending more money on children's activities, with an 118% increase since 2011.
"There's added pressure to make sure your kid is the top performer at everything, but it's all self inflicted," says Wong Ulrich. "Parents strive to give children the best of everything thinking it will pay off when they become adults, but at the end of the day, it's up to the child to put it all to use to get the return on the investment."
The survey also shows parents are spending 70% more on their children's education over the last two years.
"The economy has added pressure to have kids perform better," says Hitha Prabhakar, Mint.com's personal finance advocate. "I just look at my sisters, they were doing PowerPoint presentation in the third grade. Parents feel they have to prepare children as young adults, and they are signing them up for language lessons and other education enhancements outside the classroom, and that is expensive."The Future Workforce
It's common for birthrates to fall when the economy is bad, but it has been declining for several decades, and experts worry it could impact the future workforce.
"This means we will have a smaller population and smaller market compared to other countries, we will be investing less and we won't be able to outpace and outgrow previous generations' wealth. Everyone knows buying power isn't in kids, it's with older consumers, and if we don't have a big enough population, the entire economy suffers," says Steinberg.


text:
- Released
- December 21, 2012
- 1 hr 31 min
- Music/Performing Arts
- Digital 3D
Fandango Fanalert™
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What Parents Need to Know
Parents need to know that Cirque du Soleil: Worlds Away isn't a documentary about the inner workings of Cirque performers but rather a 90-minute performance (with a framing story) featuring 3-D segments from most of the company's popular Las Vegas shows. There's little dialogue, and many of the performances are high-concept, death-defying acrobatic stunts. Some of the pieces include a bit of violence (all simulated, obviously, but they do include weapons such as spears and arrows), and a couple are focused on romance and sensuality -- especially the performance from the Cirque's "adult" show, Zumanity (which centers on a woman in a very sheer leotard), and the climactic lovers' duet.
- Positive messages
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- Violence
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- Consumerism
- Drinking & drugs


text:
HBO Boxing: Mayweather vs. Ortiz - Press Tour (HBO) 21 mins Mini Documentary
"Go behind the scenes with Mayweather and Ortiz on their press tour across the country. Tune in on September 17th for their match in Las Vegas, only on Pay-Per-View. "
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Banks v. Roe et al
Plaintiff: Frederick Banks
Defendant: Adrian Roe, Mark R Hornak, Robert Cessar, Soo Song, United States District Court for the Western District of Pennsylvania, Sean Langford, Robert Werner, Scott Smith, Mike Pompeo, Federal Bureau of Investigation, Central Intelligence Agency and US Attorney's Office
Case Number: 3:2017cv05555
Filed: July 13, 2017
Court: Washington Western District Court
Office: Tacoma Office
County: XX US, Outside District
Presiding Judge: Ronald B. Leighton
Nature of Suit: Mandamus and Other
Cause of Action: 28:1651
Jury Demanded By: None
Available Case Documents
The following documents for this case are available for you to view or download:
|Date Filed
|Document Text
|September 11, 2017
|ORDER ADOPTING REPORT AND RECOMMENDATIONS re 3 DISMISSING plaintiff's claims without prejudice as venue is improper; signed by Judge Ronald B. Leighton. (DN) Modified on 9/11/2017 (DN). (cc to pltf)
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|2009-09-24, 11:13
|Link #4081
Senior Member
Join Date: Jul 2008
Location: PMB Headquarters
FOCUS: Japan seeking to tweak relationship with U.S., but way ahead unclear
However, even though this is done in goodwill and a positive light, lots of people may not see it as such. China and Korea may not fully cooperate as that a spate of issues remain unresolved while the current relationship with the United States may become strained if disagreements are to continue rising.
|2009-09-24, 14:12
|Link #4082
Join Date: Nov 2008
I get it.
People want to use a massive amount of bandwidth to either download a movie or talk over voIP, but not pay any extra for it, outside of the fee from the provider of that service (not to be confused with the provider of the service they expect to get the extra bandwidth from, aka their ISP). The people providing those services want to provide them at low cost despite the fact that they are bandwidth hogs, so they don't want to pay for the extra bandwidth either. You want the ISP's to provide this massive amount of extra bandwidth at no extra cost, and you want the government to force them to. You do not care that those people who do not use voice IP or download movies do not want to pay for those services they never use, but will be forced to when the ISP is forced to pay for bandwidth provide them.
Say in an area of 500K people, 30K decide they want voice IP, and 50K decide they want to download 6 movies a week. Suppose that, due to infrastructure, available bandwidth in that area is not up to the extra load. Service for everyone suffers. So, 320K people suffer reduced service quality for the desires of 80K people, or the ISP's pay to increase the capacity through improved infrastructure, who pays for this? The ISP, in reduced profit? The 400K in increased prices? The 80K in increased prices?
You can bet your ass that if you let the FCC get deeper involved, they'll start looking at a lot more than bandwidth use. Is that what you people really want? Increased regulations by their very nature bring increased costs and increased monitoring. I'll pass, thanks.
|2009-09-24, 17:45
|Link #4083
AS Oji-kun
Join Date: Nov 2006
Location: Hokkaido
Age: 69
What I don't want to see is ISPs being able to discriminate between IP packets based on the content they contain or based on the protocols employed. ISPs should not be permitted to "open the envelope and read the letter inside" before deciding how a packet should be routed or priced. Neither the Postal Service nor Federal Express can charge more for an envelope that contains a $10 million business contract than they do for one containing a letter to grandma. ISPs shouldn't be able to do that, either. (The technologies to do just this exist already in devices that perform so-called "deep packet inspection".) Postal services charge more for faster delivery; I'm all in favor of Internet pricing that follows the same model.
In case you hadn't noticed, support for "net neutrality" comes not just from liberal organizations like MoveOn.org but from conservative organizations like the Christian Coalition as well. They both see giving ISPs the right to discriminate based on content or protocols as having the potential to distort or suppress freedom of speech though industrial policies.
As for letting the FCC get "deeper involved," they're already involved and have been for decades. Read the articles I cited before about the development of policies concerning the convergence of computing and telecommunications then come back and talk about what the FCC should be doing.
|2009-09-24, 18:37
|Link #4085
Join Date: Nov 2008
The price an ISP charges is up to the ISP, and it should be up to them, and not the government. If this crap passes, and they tax your Internet usage say, $5, and they tax the ISP say, $5, to cover the cost of the program, so your Internet bill goes up $10, is that okay?
This shit is so completely fucking trivial to begin with! Voice IP and "downloading movies instantly" are an absolute luxuries, there is no need or requirement!
And yet there are screams to spend more tax dollars on "net neutrality"
Of all the problems we have in this country, with all of the money wasted, we have people worried about paying extra for absolute luxuries. Our borders are porous, illegal aliens clog our health care system, our court system, and drive down our wage scale. Three quarters of a trillion dollars was pissed away on a BS stimulus package, and we're looking at trillions of dollars of debt and waste on "health care reform". The POTUS is pissing on allies and sucking off enemies, costing us the respect of both. And freaking "net neutrality" to keep the cost of bootleg movies and voice IP down is a priority? If anyone wonders how we got into the shit we're in, that's a perfect fucking example. What a joke. God damned nanny state bullshit if there ever was.
|2009-09-24, 18:44
|Link #4086
Senior Member
Join Date: Jun 2008
Census worker found hanged with "FED" on body. I don't know quite what to make of this.
|2009-09-24, 19:20
|Link #4087
Senior Member
Join Date: Jun 2008
In short, net neutrality in 21st century equals the "FREE PRESS" in 20th.
Controlling the flow of information certain ways means power to few and suppression of free thought for many (think of China). There's a reason for a First Amendment.
|2009-09-24, 20:44
|Link #4088
Aria Company
Join Date: Nov 2003
Umm... how about no? The whole point to net neutrality is to prevent businesses from doing exactly what you're discribing there. The regulation would prevent businesses from prioritizing certain types of data, like say streaming from their own online video service, over others, like say streaming video over crunchyroll or hulu. They would still be able to charge people for faster connections and greater bandwidth, but they would not be able to charge people more based on what they do with that bandwidth or slow down certain types of data traffic. Even if what you said there was true though, why do you not trust the government with something yet trust businesses with it, when these same buusinesses have shown willingness to do anything and everything they can to exploit the consumer. It boggles the mind.
Last edited by monir; 2009-09-25 at 13:02. Reason: quoted portion removed
|2009-09-24, 21:07
|Link #4089
Observer/Bookman wannabe
Join Date: Oct 2006
Location: Singapore
Age: 33
Besides, the most "powerful" governments still cannot do one thing without their citizens' consent: collect taxes. All the force in the world cannot force a citizen to pay up if he does not do it willingly.
|2009-09-24, 23:09
|Link #4090
Obey the Darkly Cute ...
Join Date: Dec 2005
Location: On the whole, I'd rather be in Kyoto ...
Age: 61
Last edited by Vexx; 2009-09-25 at 11:11.
|2009-09-24, 23:13
|Link #4091
Senior Member
Join Date: Mar 2003
Location: China
Let's not feed the troll, all? If the thread gets too out of control, the mods will close it down to let tempers cool; either that, or chop posts out.
Madoff investors' personal data may be breached
|2009-09-25, 00:15
|Link #4092
Aria Company
Join Date: Nov 2003
|2009-09-25, 00:44
|Link #4093
Obey the Darkly Cute ...
Join Date: Dec 2005
Location: On the whole, I'd rather be in Kyoto ...
Age: 61
That said.... the anti-census moonbats are sinking their own boats if they don't participate --- no participation means you don't get counted for determining Congressional Representatives and districting.
|2009-09-25, 09:40
|Link #4094
Senior Member
Join Date: Mar 2007
Location: Australia
Age: 35
Iran reveals it has second nuclear enrichment plant
Apparently the US and French intelligence knew of it's existance for months. After Iran realised this, they fessed up rather be outed on later on by the West.
Last edited by killer3000ad; 2009-09-25 at 09:58.
|2009-09-25, 13:06
|Link #4096
cho~ kakkoii
Join Date: Nov 2003
Location: 3rd Planet
What LynnieS said. Let's not entertain posts too far out there. Educating is a self-inflicting task after all. .....so let's get back to the news.
If anyone believes the topic deserves its own thread, let me know. I also seem to remember there are other threads that covered this topic quite a few times.
|2009-09-25, 21:48
|Link #4097
On a sabbatical
Join Date: Nov 2008
Location: Wellington, NZ
Age: 37
|2009-09-25, 22:23
|Link #4098
Senior Member
Join Date: Jul 2008
Location: PMB Headquarters
Japan not to simply extend refueling mission in Jan.: Hatoyama
|2009-09-25, 23:19
|Link #4099
Join Date: Nov 2007
Age: 30
The reason why US keeps an airbase in Okinawa and not another part of Japan is for strategic purposes.
Being cut off from the mainland means the airbase would be subjected to a less likely possibility of land invasion, and with sufficient anti-air and anti-ship defence, it is already considered well defended. Another thing is that it is both near to South Korea and Taiwan, allowing a force to be effectively projected into Taiwan or South Korea in an event of invasion from NK or China. Lastly, the noise pollution from the aircraft would be "isolated" from the general population.
Hatoyama wants Japan to recover from the decade-long recession, but he also needs to realise the strategic importance of Japan in East Asia, militarily. The world isn't just run by money.
|2009-09-25, 23:23
|Link #4100
Join Date: Jul 2009
I'm also hoping that the continuing of the refueling mission won't end in failure. There are so many complexities here that its so hard for us to understand if its truly right or wrong.
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text:
The time has finally come: ever since we began this LS1 stroker build in our August 2006 issue, we've been forcing readers to hold their collective breaths; the completion of our hands-on, home-grown engine still months away. With a bulletproof Lunati rotating assembly, bumpy-yet-streetable Lunati Voodoo cam, and high-flow 11-degree heads from ET Performance, we've held high hopes for this garage-built mill. These expectations have extended both to performance output, as well as our ability to successfully demonstrate how a driven do-it-yourselfer can save some dough and reap a bunch of satisfaction by assembling a hi-po Gen III with his own two hands.
When we left you last time, we'd bolted this new 383-inch motor into our 2001 Trans Am and were just about to hit the starter. We've done that, and having completed a thorough break-in, went ahead and got some dyno and preliminary track results for you. We've also added up the dollars spent on this project, and have done some research in an attempt to draw some comparisons to other options for stroking your ride. All of that information will appear below; but first, in the do-it-yourself spirit of this story series, we'd feel the job wasn't complete if we didn't give you a few final hints and tips for engine startup, break-in, and tuning. After all, our target audience has been readers who may be looking to tackle their very first engine build--these issues all go along with the territory. In the spirit of following the path that typical do-it-yourselfers may trod, read on!
With any newly installed engine, there's bound to be one or two issues to resolve right off the bat--and they might surface before the engine is even fired. Care must be taken that any problem be identified and dealt with immediately, lest you risk damage to your engine--or yourself. So before you bump the starter motor, be sure to:
* Take one last look that oil, coolant, and other fluid levels are topped off.
* Turn on the ignition; look for any arced wires, and listen for anything suspicious.
* Cycle the fuel pump a few times to build pressure in the fuel rails; check for any leaks. Both sight and smell are key here. (If you've just installed an aftermarket fuel rail system, don't be surprised if some of your AN fittings need to be tightened a bit more.)
* Have a fire extinguisher and battery disconnect wrench close at hand--you can never be too safe!
The moments just before a new motor is first fired are possibly the most nerve-racking in any engine build; but if you've taken the time to do things right, chances are excellent that you'll be home free. With the above final items checked, turn the starter--so long as basic provisions like fuel injector size have been addressed in the PCM tune (we'll get to all that momentarily), the engine should start up and run immediately. Watch that oil pressure comes up within the first few seconds--this is absolutely essential. (If it doesn't, stop and find out what's wrong!)
With the motor running, don't just start driving around, as you're not quite in the clear yet. As the engine starts to warm up, continue to watch for fuel or other fluid leaks--metal and fluid changes that occur with rising temperature mean problems that don't show themselves immediately could quickly and without warning cover the garage floor with liquid. As soon as the coolant reaches full temperature (indicating that the thermostat has opened), turn the engine off and let it cool to the point where you can open the radiator cap. Top off the coolant as needed; this may need to be done a few times. Also during this initial engine run time, listen for anything mechanical that sounds strange, like lifters that haven't been able to pump themselves up; it never hurts to shut things down and wait a few moments for oil to dribble into where it needs to be rather than run a lifter dry and risk damaging it.
Our initial startup experience was relatively trouble-free, other than a mysteriously dropping coolant level, which turned out to be due to a bad radiator cap. No abnormal noises were heard emanating from under the hood, and we immediately noticed that our 383 exhibited a lopey idle that definitely did not sound stock. So much for a sleeper! We also took note that with our high-volume SLP oil pump circulating the lifeblood of the engine, plenty of oil pressure was at hand--always a good sign in a brand-new engine. Having passed these initial checks, all systems are go--we're ready to start driving and getting this engine broken in!
OK, so it runs--good work! But your big-cube engine isn't quite ready to impress your buddies on joy rides, much less hit the local drag strip--and we're not just talking about making sure the tune is dialed-in (more on that momentarily). Anyone who knows the least bit about automobiles has heard the shpiel that new engines need to be "broken in." Going through this procedure ensures optimum power output and long component life, but what exactly is going on here, and what's important to know for the Gen III?
During the first several hundred miles of operation, the metal parts of the engine "mate" to each other. While advances in technology mean that engine parts are manufactured to more exacting tolerances than ever before, the microscopic uniqueness of any one piece of metal that comes off of the assembly line or out of a machinist's cylinder honing machine continues to endure. Think of this mating like the last step in machining: all surfaces that contact one another "wear" or "finish" each other to the point they'll operate at for the rest of the life of the engine. We want this initial wear-in to occur, but if we try to get it to happen too fast, the engine parts will instead wear out prematurely.As far as GM small-block engines go, allowing flat-tappet lifters to properly mate with the camshaft lobes was a huge concern back in the day. This necessitated special lubricants, and also required the engine to be spun above a minimum rpm for the moments following initial start up. Happily, those days are ancient history, and thanks in part to this advance, no elaborate, "ceremonial" break-in is required for an LS1-based engine. But our beloved V-8s still have important parts like bearings--and most significantly, piston rings--that require a wear-in period to operate properly.
So, how to go about this? We spoke to Mark Chacon, Lunati's East Coast Regional Rep., about his thoughts on this issue. "As motors are breaking in, and in regards to piston ring seal, they want a constantly changing engine rpm environment. This is why city driving is generally the optimal condition for any motor break-in. The worst thing that you can do with a new engine is to put it together, fire it up, and then head down the interstate with the cruise control on. While a little bit of freeway driving is OK, certainly for the first 500 to 1,000 miles I would try to avoid long trips or periods where you're operating at a constant engine speed," says Chacon.
OK, so staying at any one engine speed is bad, but this isn't to say you can go take your new engine to six grand the first time out. On the contrary, restraint must be used to keep engine speeds and loads reasonably in check. "Don't go out there and just hammer through the gears all the time; you need to be a little more conservative about how you drive the vehicle. A varied range of rpm usage, combined with keeping it easy on the motor, allows the face on the ring to do a better job of seating to the cylinder wall," says Chacon.
The type of fluid used during break-in is also important. You may have heard that synthetics are "too good" to use during the first miles on a new engine, and this is true. The main reason for this is the piston rings, which as we have said need time to seat to the cylinder walls properly; if they don't, horsepower and efficiency will be left on the table thanks to reduced cylinder pressures. Mark Chacon elaborates: "The ring face must have ample time to break in to the cylinder wall finish, and running a conventional oil for the first 1,500 miles or so will aid this. Ring seal needs to be firmly established before synthetic is introduced into the motor, and one of the reasons the factory LS1 has such a heck of a time with ring seal to begin with, in my view, is that many come from the factory with synthetic oil in them. Once you put synthetic in, what you've got is what you've got, and the rings may never really wear to the cylinder walls. Of course, feel free to eventually switch to synthetic because of its better properties, but make sure the rings have seated fully first; short of using a cylinder leakdown tester, mileage accumulation is the only way to tell whether this has occurred."
As engine parts wear in, more small metal particles are being cast off into the engine oil than would usually be expected. Therefore, keeping the engine oil clean during the break-in period is essential. In furtherance of this, be sure to use a high quality, high capacity filter that can capture very fine particles. As to fluid change intervals, a good rule of thumb from Lunati is to drop the oil after 100 miles to get the initial bearing cast-off material out of the system. Then, change the oil after 500 miles, and again after 1,500 miles have accumulated, from which point forward you can follow manufacturer-recommended change intervals and swap to synthetic oil if desired. Stick to these simple driving and engine oil maintenance tips during the break-in period, and you will help your stroked LS1 live a long, happy life under your GM performance car's hood.
We've already discussed the importance of accelerated engine oil change intervals and the use of conventional oil during an engine's first miles. What we have not covered is the viscosity of engine oil to use, as well as the advantages of eventually swapping to a synthetic oil.
Oil viscosity--or more commonly, "weight"--is an important fluid characteristic that needs to match up with a particular engine's physical needs. In the interest of not getting too technical on this subject, let's just say that the controlling factor in oil viscosity selection is how the engine's bearing clearances have been established. Recall from the first installment of this build our sidebar on "The Lunati Friction Package," where we went through and explained the reasoning behind Lunati's bearing clearances being set somewhat greater than GM does from the factory: basically, Lunati engineers prefer higher viscosity oil because of its inherent protection in severe situations. Because of this, our 383 stroker will need oil a good bit thicker than the 5W-30 that GM recommends for the LS1. Lunati's Mark Chacon instructed us that at least a 10W40 should be used to ensure the minimum 10 psi per 1,000 rpm oil pressure, with a 20W50 or similar heavier weight oil optional as well.
That said, why swap to synthetic oil after break-in? The short answer is that it offers more protection via the likes of reduced friction, corrosion, and wear. But not all synthetics are created equal. Texas-based Royal Purple, Ltd. is one of the leading manufacturers of premier high-performance lubricants for both consumer and industrial applications. Unlike some other companies that manufacture engine oil, Royal Purple's resources and talents are not diluted by expenditure of time and money on other petroleum products like fuel, enabling the company to focus exclusively on developing lubricants that outperform other synthetic or mineral-based oils. We spoke to Royal Purple's Jared Martin on the advantages of synthetic oils in general, as well as those of the company's "XPR" line of oil that we've chosen for our 383 LS1.
"First, it may be good to clear up a common misconception about the origin of synthetic base oils," says Martin. "Despite the common thinking that they are completely man-made--evoking visions of a mad scientist creating a Frankenstein fluid out of exotic materials--the most widely used synthetic base oil in automotive applications is actually derived from crude oil, just like mineral base (conventional) oils. The huge difference is in how the two are refined. Synthetic base oils are completely broken down, stripped of virtually all impurities, and then are essentially pieced back together, hence their man-made or synthetic nomenclature."
"This costly refining process yields significantly greater performance than conventional oils in a number of ways," continues Martin. "Because synthetic base oils have a long-chain, uniform molecular structure, they have higher viscosity indices (VIs) as compared to mineral base oils. The higher the index, the less change in viscosity over a given temperature span. In addition, synthetic base oils naturally possess lower pour points due to their purity and molecular structure. The contaminants found in mineral base oils (wax, paraffin, silicone, etc.) are removed, thereby increasing resistance to the effects of heat, yielding far greater oxidation resistance. Also, the inconsistency in molecular size and shape of mineral base oils significantly reduces their shear stability; and synthetic base oils have a higher specific heat, meaning they carry and dissipate heat more efficiently."
"While synthetic base oils do provide performance benefits over mineral base oils, keep in mind that base oil is a mere starting point. Engine oils are typically made up of 15 percent to 25 percent additives, which are used to tweak performance. Because additives essentially define the performance of a finished product, it could be said that a well-formulated mineral-base oil may outperform a poorly-formulated synthetic. However, if equal or greater focus is placed on the additive formulation when used in a quality synthetic base oil, the lubricant can reach a whole new level. Such is the case with Royal Purple and our Synerlec additive technology. Synerlec amplifies many of the inherent benefits of the synthetic base oil, particularly film strength and oxidation resistance, both of which have been found to be multiple times that of even other synthetics of the same viscosity," says Martin.
For this project, Royal Purple recommended its Extreme Performance and Racing (XPR) line of engine oils, which is a new marketing twist on an existing and proven formulation. Previously referred to simply as the "Racing" line, Royal Purple has renamed this line of oils to better project the products' viability in high performance street applications. "This LS1 stroker build is an ideal candidate for such a product," says Jared Martin. "The XPR line differs from our other products primarily in that our Royal Purple SAE engine oils are API/ILSAC licensed for OEM warranty approval, and this licensing process limits us on what we can do with certain additives to tweak performance. In contrast, the XPR line is designed specifically for customers that have no warranty--or have already voided it 100 other ways--and are looking for maximum performance! While it's true that thanks to our Synerlec technology (which is not API/ILSAC regulated) our SAE oils already outperform most other "racing" oils, the XPR line redefines the class. I usually recommend stepping up to the XPR line when a customer has either installed a power adder, stepped up the boost on a factory blower or turbo car, or has made internal engine modifications. Such is exactly the case with GMHTP's project LS1 stroker."
When Jared first mentioned the fact that the XPR line of oils is not approved for use in new vehicles under warranty (you won't find the API approval starburst on an XPR bottle), I was a bit skeptical of its suitability for a street driven vehicle. However, I was assured that what this approval process all comes down to is an emissions issue, and not even a proven one at that. "The main two elements the API is concerned with are zinc and phosphorous, which are used to form the compound zinc dialkyl dithio phosphate, commonly referred to as ZDDP," says Martin. "These have been the cornerstone of anti-wear technology since additives began being used in lubricants. What the API and EPA are concerned with is the potential effect of phosphorous on emission control devices like oxygen sensors and catalytic converters. It is speculated that higher degrees of phosphorous will lead to an early demise of these devices, though I have yet to see conclusive evidence of this. So rather than placing the burden on the manufacturers of these emission control devices to better withstand the effects of these elements, the regulatory agencies instead choose to reduce the upper limitation of these elements in engine oil. While I'm not at liberty to get too deep into what separates the Royal Purple SAE and XPR oils, I can say that due to our Synerlec technology it has very little to do with the ZDDP issue. Rest assured that foregoing any API licensing with our XPR line gives us the ability to design a lubricant from the ground up, enabling us to make a better product."
While engine mileage was insufficient to enable us to install this oil prior to our dyno and track testing, we'll be doing so at the next oil change--endowing our 383 Gen III with long life and more power.
But wait; we just got ahead of ourselves. The observant reader might realize that we've glossed over a critical area--one that must be addressed whenever an engine is anything more than mildly modded. He or she would probably ask, "Hold on... is my new stroker motor really going to run with a stock computer?" The answer, roughly, is no. With a heavily modified engine like this one--more cubes, big-lift cam, high-flow heads, etc.--stock or near-stock fuel and ignition maps simply won't cut it. Though the engine will likely start and run on a factory tune (assuming stock fuel injectors are being used), parameters would likely be so far off that even if the car were able to be driven, it would probably be a bad idea even for break-in purposes. Therefore, the home engine installer will need to make a choice with regard to tuning. The first option is to completely learn a PCM tuning program and construct all engine maps from the ground up--a daunting task. Another is to get a local shop to perform a full custom tune, which is viable, provided you have a trustworthy and affordable tuner in the area. The final route is to take the middle road.
Middle road, you say? This third option, which is the one we have chosen to pursue (at least for the time being), involves having the PCM flashed with a customized mail-order calibration. Though often this will not result in a dead-on tune, the enthusiast can use what limited tuning abilities he or she might have to dial it in using commercially available scanning and tuning software. See the sidebar on the Thunder Racing tuning we chose for this build, and follow along below as we take steps to evaluate the suitability of this calibration, as well as make fine adjustments to match it more closely to our vehicle. Although we won't purport to supply all-encompassing analysis and instruction on how to tune your vehicle (as PCM adjustments are, by and large, beyond the scope of this story), we'll fill you in on a few tips and tricks to help you evaluate whether you can handle such a task yourself or would rather leave it completely to the pros.
Louisiana-based Thunder Racing is one of the country's larger retailers of aftermarket parts for late model domestic performance vehicles. These folks carry virtually any part from any manufacturer that you'd want for your late-model GM ride, including most of what we've used in this engine build. Thunder obviously knows its customers like to buy go-fast goodies, and so its computer tuning service is the perfect complement to the company's extensive retail product line.
Available for virtually any 1994-later GM V8-powered ride, Thunder sells basic tuning for mild mods, which includes adjustments to the rev limiter, shift points, speedometer recalibration, torque management deletion, and performance fuel and timing curves, among other things. This service can be had for $150. If your ride steps beyond what this basic tuning service can address, don't fret: Thunder offers a custom tuning service for vehicles with more serious hop-ups. Designed for heavily-modded engines with goodies like an aftermarket cam and heads, the custom tuning service (which goes for $450) includes all of the features of the basic service, but adds highly customized spark and fuel tables tailored to a customer's specific combination of parts-optimizing power and drivability. This is the service we've selected for this project.
Though the company's personnel are extremely experienced in their tuning capabilities, having tuned many vehicles on its in-house dynamometer, Thunder's Geoff Skinner had some honest commentary for us regarding not only his capabilities, but the capabilities of mail order tuning in general. "Some mail-order tuners claim to be able to wave a magic wand and send off a perfect tune to a customer for every possible engine combination," says Skinner. "While we're able to get at least 90 percent close to an ideal tune for engines with known parts combos that we've also built in-house in the past, the huge variety of aftermarket parts available on the market means that being able to get a completely perfect tune in every single scenario for everyone is simply not possible. The simple fact is that every car is different, even two cars that have the exact same aftermarket parts installed on them. So a good portion of the time, our custom tuning service will not be an end-all solution, but we can at the very least get you in the ballpark of your ideal PCM calibration."
That said, would the PCM tune Thunder provided for our 383 LS1 prove adequate? You'll see in the main text how pleasantly surprised we were at how well our vehicle drove and performed--not wanting to leave well enough alone, however, we decided to try and evaluate and further dial in this tune. I'll also show you some of the things I learned in playing with our EFILive tuning software (unlike some other GMHTP staffers, this author is not an expert tuner), as well as pointers from Thunder Racing and buddies more knowledgeable than I. See the main text for this information.
PCM tuning is not a task for the faint of heart, and that's why there are so many shops available around the country who can help you out. But when trying to do at least some of it yourself, the single most important tool you can add to your arsenal when dialing in the computer calibration on your newly stroked ride (other than the tuning software itself) is a wideband oxygen sensor. By being able to monitor the engine's air-fuel ratio in real time, tuning status and changes can be accurately evaluated. Now, it's true that all vehicles sold today come with oxygen sensors already on board--but almost without exception, they're "narrow band" units that can only accurately read AFRs near stoichiometric 14.7:1. Full throttle AFRs need to be significantly richer than this for optimum power and safety, and only a wideband can accurately monitor these. From helping verify that a typical enthusiast is in the ballpark with a mail order tune, to assisting more experienced persons in customizing fuel and spark maps from the ground up, tuning simply can't properly be done without a wideband.
For the novice and expert alike, the absolute best way to evaluate and adjust PCM parameters is to use a chassis dynamometer to put the vehicle through its paces. As fate would have it, most of us don't have dynos in our garages; so unfortunately money will most often need to be spent renting one out. And while it's true that many dyno shops already have wideband O2s hooked into their equipment, chances are you'll want to use a scan tool to acquire some information via street logging before spending dough on a per-pull dyno roller romp.
Follow along as we install an Innovate Motorsports LC-1 wideband on our project Firebird. The LC-1 can be used both as a standalone product--with real-time readouts being displayed by the provided LogWorks software--or in conjunction with tuning software such as EFILive. We'll be hooking up for the latter option, but take note that even when so wired (which configuration differs only slightly from standard wiring), the unit's multiple outputs mean that the Innovate LC-1 can still be used as a standalone product simultaneously--a convenient feature.
We'll admit it: we were a bit apprehensive about how well someone could tune a vehicle from well over 1,000 miles away without having ever even seen it--particularly a heavily modded car such as ours. After weeks upon weeks of engine assembly and installation, the success of the entire project still hinged upon proper PCM calibration. A poorly tuned engine yields a poorly-running and poorly-performing vehicle--and I'll be the first to admit, even though tuning was coming from folks as reputable as those at Thunder Racing, I was a little worried.
But I'm happy to report that, all things considered, Thunder did a great job on our tune. It was a pleasure to find how well our Trans Am ran and drove; throttle response was excellent, no noticeable burbles were present in the powerband, and fuel mileage was decent (though of course off from stock a couple mpg thanks to our big cubes). Before we knew it, we were cruising local car shows and turning heads, unable to resist the urge to open our QTP electric cutout and let onlookers better hear the lopey idle provided by our Lunati cam and the deep rumble of our 383.
Very few drivability issues emerged during our first few miles on the road, and we'll hit the highlights of them and how they were dealt with in the photo captions. Along with talking to Thunder Racing for help and insight, I also had a GMHTP contributor experienced with EFILive tuning have a look at the maps; based upon the readings seen using EFILive's Scan Tool and our Innovate LC-1 wideband, these folks were able to point me in the right direction with respect to some minor tune adjustments. Check out the photo captions for more information. (And note in the accompanying screenshots we're only showing a portion of each screen for clarity.)
Alright--before getting to any results, let's talk money. Remember that we've gone through the trouble of building our own 383 Gen III from the ground up with the dual purposes of saving some cash and being able to say the phrase, "I did it all myself." The inestimable satisfaction of a job well done aside, was it really all worth the wallet hit? That is, what did we actually end up spending dollar-wise, and how does this weigh against buying a comparative complete engine and having the work done by a professional shop?
As much as we'd like to be able to give an absolute dollar value in savings, this isn't as easy as it might first seem. In fact, it's not possible to draw direct apples-to-apples comparisons for many reasons, a few of which are as follows. First, nobody sells a complete engine using the same parts that we've incorporated into this build, so an actual assessment of savings simply in assembly costs would be an exercise in pure speculation. Second, it's highly unlikely that a typical shop will install an engine that someone else has partially or completely built, meaning any separation of engine build costs from engine installation labor costs is artificial at best. Not to mention, all of the prices we've quoted in this build series are MSRP, meaning a lot of the parts we've used can probably be had for substantially less money from large retail suppliers. Perhaps worst of all, the total package we've brought together entails many components, some of which people would consider parts of a complete crate engine, others a part of a long-block, and some neither--people's definitions of these terms simply differ.
If you shop around, you'll find that you can buy a stroked LS1 for under $8,000 from some places--but this price generally doesn't even include the likes of an intake manifold, engine covers, throttle body--and often not even rocker arms. Considering that all of these items are included in what we've put together here, it means that the $8,000 number is pretty low. A more realistic assessment of the average comparably equipped engine would, by our count, probably be close to $12,000 (see "25 Hot EFI Crate Motors," April 2006). And then you're not even paying for installation, which as we've already mentioned is a complicating factor; though you might get fortunate and be able to have this done for a bit over $1,000 at a local shop, even this price would most likely only be for a very basic direct swap.
In our research, we did find a few sources that offered the kind of complete engine build and installation we've performed here. In doing some local shopping around in particular, the lowest overall price we found for a similar 383-inch engine with a good set of cylinder heads, cam, and big intake--installed and all--was well over $11,000.00. Look to some of the big-name, more-nationally known folks, and you're probably looking at a minimum of $15,000.00 for an installed stroker engine package--and that's likely with only ported stock (not aftermarket) heads and intake.
So since true comparisons are so difficult, let's do a rundown part-by-part to see where we're at with our particular build. We'll show what we've bought, whether it was a necessity for the build (or was more of a "luxury" option), and give some possible alternatives along the way for the truly budget-minded. See our prior "My First Stroker" installments for detailed part numbers and specifications on all of these items.
Let's first add up the parts needed to make the typical "long-block" you'd be able to find from your usual engine builder. Though long-blocks are, again, sold in differing configurations, we'll go with your most typical: fully complete engine internals and valvetrain, oil pump included, but no engine covers included:
As far as we can tell, this figure ends up being toward the higher end of the price spectrum for a comparatively equipped long-block--so at first glance, it may look as if our efforts were fruitless. But take a closer look at what we've done here, and we think you'll appreciate that there really are savings. In Lunati, we've got one of the strongest rotating assemblies on the market. Sitting atop our block are a sweet set of 11-degree aftermarket heads, whereas many engine builders use ported GM units. We've got the same shaft rocker arm system proven at endurance races throughout the world. And we have bulletproof main and head fasteners from ARP, where others often use OEM replacement stuff. If one were to make a few phone calls and specify these or similar top-tier options with some engine builders, we can almost guarantee that you'd be looking at substantially more than $10,000 for any given long-block. But if you're not looking for the kind of bulletproof setup we've ended up with, certainly as much as a few thousand bucks could be cut off of our dollar figure--just be aware that this will almost certainly come along with an incremental decrease in engine reliability.
Now, to put together a long-block such as ours, you'll of course need some of the specialized tools you've seen as this build progressed, and this cost can't be ignored. But keep in mind that nearly all of these tools can be reused in future engine builds or similar undertakings, so it's questionable whether they should really be considered part of the overall cost of the engine. Also, don't forget that many of them can likely be borrowed from local machine shops or your auto-enthusiast buds. But even assuming your social popularity is poor and you don't have any such contacts--and that you've already got yourself an array of sockets and a couple of good torque wrenches--here are all the tools you'll definitely need to buy to assemble an LS1 long-block (all items are from Powerhouse except as noted):
This brings our total long-block "assembly" cost to just over $10,580 (with a few dollars left out for miscellaneous assembly lubricants, sealants and solvents--items that cost less than $50 total and that we'll add into final figure below). And remember, we'd be shocked if you didn't reuse at least some of these tools on future engine builds or other projects around the garage.Actually spec'ing out how much we've spent in terms of a "crate engine" is far more difficult. Generally, this term defines a complete, turnkey engine that's meant to be dropped into an older GM ride that never had an LS1--or perhaps not even EFI. At a minimum, a crate motor most often includes additional parts like an intake manifold, throttle body, engine covers, and a harmonic damper. As applied to a mill destined for installation under the hood of an F-body or Vette, buying an engine so equipped saves the trouble of reinstalling many of these items--but it also means stuff like your existing engine covers or perhaps even the big-bore intake you installed last year might be duplicated. Unless you can auction off your used parts for decent coin, this translates to a waste of money. Adding more confusion into the mix, other times the crate engine term is applied to engines that include what might otherwise be called engine accessories, like ignition coils, fuel rails, and a water pump.
Since our project focused on a stroker build for your typical already-LS1-equipped ride, we're not going to add this complexity into the equation; we'll only include below what we ended up actually buying and leave it up to the reader to cross-reference these items with what might be needed (or desired) for a stroker swap into his or her own ride. That said, let's add up the parts we considered "necessary" for our particular build (this mostly means those parts that it would have been a bad idea to reuse from stock in terms of reliability), as well as those we didn't technically need, but are "nice to have" and will add to our performance potential nonetheless.
A few quick notes on the above: recall that it's best to borrow the alignment tools for the front and rear engine covers and oil pan since they're so expensive (in fact, they actually aren't absolutely necessary, but they're still a very good idea). Also, Wheel to Wheel Powertrain will install new crank seals in your existing front and rear cover for $139, so figure this in when pondering over gasket prices and install tools.
This brings us to the best estimate of our total stroker "crate motor" price, including all necessary and nice to have parts: $13,023 and some change. Adding in our few primarily cosmetic add-ons gives a modest increase over this:
Finally, to give a more realistic showing of how much it'll really cost to swap a stroker into your ride, we'll need to include miscellaneous stuff like fluids (coolant, oil, etc.), thread sealer, spark plugs, belts, clutch and flywheel bolts, a pilot bearing, and other miscellaneous last-minute stuff you may or may not need--and may already have lying around. Rather than listing every last one of these little items, we'll just say we spent in the neighborhood of $200 on them. Throwing another $450.00 or so on top of this for our mail-order tuning and $199.99 for our wideband, we'll even add in the $700 or so for a scanning and tuning tool like EFILive (which we had already--you may or may not; and don't forget such an item can be used to tune multiple vehicles).
So our absolute grand total--soup to nuts--comes to $14,765, give or take a few dollars. It's a good chunk of change; but remember, this price is for an installed, tuned (and further custom tuneable) engine package that is all-inclusive of some of the strongest and highest-quality components you can buy, and reflects the additional cost of more than a few parts that weren't actually necessary for the build. Recalling the prices we researched and reported above for an installed engine package, we're within the same price range, even if it's toward the upper end of it.
All that said, a couple of conclusions should be clear in the mind of the reader. First, the vast majority of engine builders and installers aren't ripping people off by any stretch of the imagination. It's a competitive market, and there are a lot of good deals out there when it comes to stroked LS1 engines, be it a long-block or a fully installed package; to make power costs money, and when you come down to it, there's no way around it. But more importantly, we hope we've shown that the avid enthusiast who likes to get his or her hands greasy can build an engine in the garage--and that by performing such an assembly at home and doing a lot of careful research, he or she can get some better-quality and higher-power-potential parts under the hood for an equivalent or lower price than the professionals offer their services for.
OK great, we've just built our own engine, and we did it while saving at least a little cash and simultaneously building in strength--and hopefully, horsepower--we may not have been able to afford otherwise. So what kind of performance results did we end up with? After a full break-in, we were ready to find out!First off, know that we're not turning the nitrous on just yet--we need to evaluate whether we have adequate fueling and what kind of tune changes we'll need, if any, for when the spray is engaged. (Ideally, we'd like to retard spark automatically when the nitrous is flowing rather than having to run a "de-tuned" calibration at all times. We hope to be installing products for this purpose in upcoming issues.)
This fact noted, check out the accompanying dyno charts for how our impressive torque curves and power numbers compare to our totals from our internally-stock LS1 engine, using both our Thunder Racing tune as well as our slightly-modified calibration. You'll note how power begins to fall off after peaking at around 6,200 rpm--higher than our stock engine's 5,500 peak, to be sure, but still a bit lower than might be expected. Let's keep in mind, however, that this 383 LS1 is a "small bore/long stroke" engine, with the 4-inch crank throw being large compared to the 3.903-inch bore. An engine with such characteristics often results in a downward "shift" in the powerband versus an equivalent displacement engine with a shorter stroke (and bigger bore). Also, we likely would have experienced an even higher power peak at a greater rpm had we gone with 225cc ETP heads in lieu of the 215cc units--but torque in the midrange may have suffered.
So you can see that we've gained nearly 100 hp and 75 lb-ft at the tires over our internally-stock LS1's dyno reading from immediately prior to the stroker installation. Admittedly, our 346-inch LS1's tune was running retarded timing to accommodate our nitrous shot, so horsepower and torque numbers would have been higher had we been using closer spark advance to what we are currently (18.5 degrees then versus 26.5 now). Still, it's probably safe to say that we've picked up around 100 hp at the engine, bringing crank totals to the neighborhood of 535 hp and 523 lb-ft SAE.
Also intriguing is the fact that although we performed slight adjustments to fuel and timing over Thunder's maps, torque and hp remained nearly identical. Apparently, the nearly 1 point leaner AFR we achieved was offset by the 1 to 1.5 degrees of timing we took out of the map. Though we're still at a slightly rich, mid-to-high 12s on the AFR with this tune, my lack of tuning experience told me to keep things as-is rather than risk leaning out further or adding a bit of spark advance only to achieve knock. I'll likely wait for a professional tuner to get his hands on the car before attempting to unlock any more horses (my guess: possibly as much as 20 rwhp is still on the table), or perhaps I'll brave the PE table a bit more myself on the next trip to the dyno.
As to strip testing, we didn't have a magazine-only track session available between the time of engine completion and the deadline for this story to go to print. I considered it an injustice, however, the keep readers waiting through this entire motor build series, only to end up without a single drag strip slip (as most of our readers are, admittedly, drag racers). This noble cause in mind, I braved a late August open test and tune night at Englishtown, New Jersey. Here, I was greeted by hundreds of racers (many of whom managed to spill fluids all over the racing surface and put a hold on racing for what seemed like hours at a time) and a grand total of three (3) strip passes. Despite my years of relatively successful racing of stick-shift GMs, somehow two of these runs resulted in my missing Third gear. On the one full run I did achieve, I was still a good bit off in the driving department, with a lackluster start and some of the slowest granny-shifts I have ever performed (images of Rick Jensen saying, "You're an embarrassment to GM High-Tech Performance," raced through my head). Never one to shroud his failures, I'll quote you the timeslip value anyway: 12.55 at 115.5, with a 2.15 60-ft.
Since I've gone through the trouble of giving you a drag result, do me one favor: please don't consider this a true showing of this car's potential by any measure. The same excuse has been used time and time again by pretty much everyone who has ever traversed the quarter-mile, but it's never been so true as it is here--with the right driving and decent weather, 11s are almost certain to be had as-is with this combination (or damn close to it). With the right gearing and tires, perhaps low 11s or even 10s... but notwithstanding all the extra gas, photo equipment, and Pirelli street radials adorning the car that August night, 12.55 is still the best ever ET for this vehicle--including the stock engine on laughing gas. Rest assured, we'll update you as improved drag strip times become available.
CONCLUSIONWith 383 super-reliable inches now under the hood of our Trans Am, the future is bright for this project car. Mods like a lower-ratio axle assembly, significant chassis bolt-ons, stickier rubber, and the like are all in the planning stages. But for the moment, it truly is one helluva stock-suspended, stroked F-bod, as the extra cubes have definitely forever transformed this Firebird for the better. Without a doubt, it drives and sounds like a totally new car.
That said, was the engine swap really all worth it? When we first began, we came out and stated that we wanted to "halve the cash" by building a stroked LS1 ourselves. Sadly, this statement simply didn't pan out. But as stated earlier, we were able to build in reliability and power potential we couldn't well have shelled out for otherwise; heck, this sucker isn't going to come apart unless the block itself gives up, and we will be throwing some nitrous at it presently to prove the point. Had we selected some real bargain-basement parts for the build, perhaps we could have met our goal as initially stated--but for a daily street driver that we plan on having see a bunch of recreational drag and road racing, that simply wouldn't have made any sense.
But we're forgetting to factor in the other half of the equation here: the satisfaction of a job well done. Like so many things in life, it's priceless. How many LS1 owners do you know can actually attest to building their car's motor themselves? Not many. Hopefully, that number will grow as the vehicles these engines came in become more affordable and owners are less afraid to tear into their hard-earned rides with their own two hands. I think we've shown--without a doubt--that to undertake and complete a full-on motor build such as this is within reach for a mechanically skilled, patient do-it-yourselfer. Having done it myself, I can tell you that the pride I now take in this car has gone up several notches, and nobody can put a price tag on that.
So I suppose the moral of the story should be this: if you're looking to bump up the cubes on your Corvette, F-car, or other Gen III-equipped GM, shop around. Based on your intended use, carefully weigh whether buying your own parts and bolting together your own motor will be worth your time and effort, as there are admittedly some decent deals on assembled and installed engines out there. But I can tell you this: I learned a heck of a lot of information about the LS1 during this build, and despite a few setbacks and delays along the way, enjoyed virtually the entire process. Had I let someone else turn the wrenches on my stroker, there's no way I could possibly have gotten as much out of it--and feel as much satisfaction as I do now rolling in my irreplaceable, 383ci WS-6 Trans Am.