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Jeep A/C Repair Made E-ZPosted in How To: Engine on September 1, 2010
Many on-board-air systems come into existence directly after a guy takes his Jeep to a shop for an estimate on fixing the A/C system. All too often, the shop comes back with a quote of right around $2,000 when the parts total is well under $1,000. Anyone who can fix a brake system or power steering system can fix an A/C system.
The reason the shops get away with charging so much is because so many of us don't really understand the automotive (or any) A/C system. It really isn't any more complicated than many of the systems we already understand, we just haven't had it explained to us in the right way.
When I scored my new Comanche, as with every other Comanche I'd ever owned, the A/C didn't work. With this truck, it was because the condenser was hammered from an accident. Even I could see that. Like with the other MJs, I went to a few shops and got the $2,000 estimates as expected, so I decided to see if I could fix it myself.
A quick Internet search turned up Jeep Air. I sent an email about the shops charging too much, how I wanted to figure it out for myself, and how I needed some tech help. I then got a quick response. I was planning on doing this one outside the magazine; it would keep Cappa and Hazel from razzing me too much and I wasn't sure it was really worth a story, so I didn't include my title, my job, or anything (I was just some guy off the street).
The response I got floored me. The guy at Jeep Air responded with things like, "I hate that shops take advantage of the consumers," and "It would literally take under $700 to replace every part in that A/C system," and "I'm actually working on a book that covers this very subject right now." I was further shocked to see that the email was written by the CEO of the company himself, Jon Delucia.
I wasted no time in wasting his time asking all kinds of technical questions, and he batted every one of them back to me with clear and concise answers. I soon came to the realization that A/C wasn't that hard to understand, explained to Jon who I was and what I did, and asked if he wanted to help with a story. He agreed immediately and further decided the only way to really learn was to do it hands-on, so he flew out to Jp magazine's corporate headquarters to share 19 years of A/C repair and diagnosis with all of us.
So join us on the other side of the shroud of A/C mystery as we team up with Jeep Air to explain the ins and outs of A/C systems and explain symptoms you might see when parts go bad.
Want More?
Jon Delucia is working on a book that goes much more in-depth than we were able to here and it should be available soon after you read this. Also, Jon sent us a huge four-page, single-spaced mini-story in response to some of our questions, which we used in this story. If you want to see the entire four-page answer which gives a bit more background and other information, we've got Jon's story right here on the following pages, starting on Page 2!
Written by: Jon Delucia
Nostalgic Air Parts, Inc.
Automotive air conditioning systems have not changed much over the past 40 years. The system still has all the major components that were used when a/c first became common on automobiles. There are five major components to an automotive a/c system: the compressor, evaporator, condenser, accumulator or drier, and expansion valve or orifice tube. The components all have a task to perform while working together as a team to produce cold air.
The first major component of the a/c system is the compressor. A compressor is made of two parts, the compressor, and the clutch assembly. The compressor has one job in an a/c system. It is used to pump refrigerant and oil throughout the system. The compressor is the starting point for the high side of the a/c system, and the ending point for the low side. The compressor sucks refrigerant and oil into the body on the low side, which is where the name suction side comes from. On the discharge side or high side the compressor is pushing the oil and refrigerant out at a higher pressure. The compressor has a clutch assembly attached to the front. The clutch assembly is made up of three parts (on most cars today); the coil, the pulley, and the hub. The coil is simply a magnet that gets power from the a/c system's control head. The pulley is the part that has the belt routed around it. The pulley has a bearing pressed into it that rides on the compressor's nose. The hub is located on the front of the clutch assembly; it is bolted to the shaft coming out of the compressor. The hub is the part of the clutch that actually spins the internals of the compressor to achieve the pumping action needed to move the refrigerant and oil. The hub is normally mounted with a nut or bolt on the front of the compressor. The shaft of the compressor will have splines or keyway to keep the hub and the shaft locked together. The way the complete assembly works is as follows: When the driver turns on the a/c the coil will magnetize. The pulley is always turning because the engine is turning the belt that is attached to it. When the coil is magnetized the hub is then pulled against the pulley to spin the compressor shaft. At this time the compressor will pump. On most vehicles only two things cause a clutch assembly to fail. Lack of oil in the compressor (from a leak) or wear over time. On Jeeps with a Sanden compressor (Wranglers, Cherokees, Liberties) the compressor clutch's metal surface will wear down increasing the clutch gap. The clutch gap is the gap between the hub and the pulley. As the metal wears down, the coil is not able to pull the hub to the pulley. This normally happens on Jeeps at 90,000 to 110,000 miles. The most common sign of this problem is the vehicle's a/c cools when it is first driven with the a/c on then it quits after a while. You can then turn off the a/c for 30 or so minutes and reuse the a/c. The other cause of clutch failure is a leak in the system. The compressors on most Jeeps are similar to an engine; they have pistons, and valves and they always have to have lubrication. If a system develops a leak in any component the refrigerant will escape as well as some oil. As oil and refrigerant leave the system the compressor will starve for lubrication causing the metal on metal friction to produce severe heat. The heat in turn burns up the clutch assembly. The first part of a clutch to burn up is the bearing inside the pulley. The bearing is sealed with grease; heat will melt the grease causing the pulley to get hot which in turn heats up the coil melting the epoxy that holds the metal coils inside. Then the hub's rubber dampeners melt. The misdiagnosis of this problem by the majority of repair shops is to replace the clutch assembly rather than fix the problem. When a clutch burns up it is because something caused it to. The only time a clutch should be replaced is when they wear out due to high mileage.
The evaporator is a component that operates on the low pressure side of the a/c system. The evaporator is normally located on the inside firewall of the Jeep behind the glove box on. The evaporator is encased in the plenum or evaporator housing. The housing also contains the heater core, the blower motor, and the blend doors for mixing the outside and inside air, and temperature. The evaporators function is to get the heat out of the vehicle, hence the term heat exchanger. The way an evaporator works is by pulling warm air across the fins and tubes of the core thus removing hot air from the vehicle, which allows cold air to exit the evaporator core into the ventilation system. The air coming out of the vents is the same air that is in the vehicle just without any hot air. The best analogy is when you are in a house in the winter, you exit the house feeling warm, and after a few minutes you start to feel cold. The outside air is removing the body heat from your body to make you feel cold. The evaporator's functions are to convert the refrigerant (R-12 or R-134a) into a vapor from a liquid form, and to remove the heat from the air inside the vehicle. The refrigerant (Freon) in the evaporator has to exit in a vapor form in order to pass through the compressor. If the refrigerant enters the compressor as a liquid it can cause damage to the internals of a compressor. A compressor is not designed to pump liquid refrigerant and oil. Evaporators were originally made from copper, as Jeep air conditioning systems became more efficient the evaporators were made out of aluminum as they are today. Copper evaporators do not leak unless they are physically punctured, or they have a hole rubbed in them from movement inside the case. Copper evaporators are not as efficient for getting rid of heat, so aluminum was introduced. Aluminum evaporators work much better with R-12 and R-134a refrigerants, but they develop leaks a little easier. There are two major causes of leaks in aluminum evaporators. The first is caused by the blower motor. The blower motor has copper wires on the armature of the motor. As the motor runs the copper flakes off in micron sized pieces, these pieces are blown into the evaporator core where they can cause a reaction with the aluminum. The reaction leads to the copper eating into the aluminum causing pin-hole leaks. The second cause for leaks in aluminum a/c components is from moisture in the a/c system. If moisture mixes with R-12 or R-134a in the system it can create an acid that will eat away the aluminum from the inside out, this will be covered more when we speak about driers and accumulators.
The last component on the low side of the a/c system is the expansion valve, or orifice tube. The expansion valve and orifice tube both perform the same function in the system. They are used on two different types of systems. Orifice tubes are used on CCOT (Cycling Clutch Orifice Tube) systems which use an accumulator, not a drier. The orifice tube is used to meter the refrigerant and filter debris in the system. The expansion valve meters the refrigerant, while the drier filters debris. The purpose of the orifice tube and expansion valve is very similar. The two parts are the changing point from high pressure to low pressure in the system. If there is a problem with the high side of an a/c system is it not an expansion valve or orifice tube problem. If the low side has problem it most likely is an expansion valve or orifice tube problem. The most common sign of a clogged or damaged valve or tube is a low pressure on the low side (less than five pounds) or the low side is in a vacuum. If the high side is 300 psi it does not have anything to do with the expansion valve. The function of both the tube and the valve is to take the liquid refrigerant in the system and reduce it down to a mist before entering the evaporator. If this process does not happen the refrigerant will flood the evaporator causing the a/c system to not operate properly. The misting of the refrigerant allows the evaporator to transform the refrigerant at a faster and more effective rate into a vapor.
If the system uses an orifice tube it will have an accumulator. The accumulator is on the low side of the system at the outlet of the evaporator, and is much larger then a drier. The accumulator is designed to accumulate or store excess refrigerant and to dry the refrigerant. The accumulator contains desiccant to keep moisture out of the system. If liquid passes through the evaporator the accumulator will catch the excess liquid to help avoid damaging the compressor. The filter drier used on expansion valve system are very similar to an accumulator except they do not accumulate refrigerant. The drier is on the high side of the a/c system, and is between the exit side of the condenser and the entrance of the evaporator. The drier has a pipe on the entrance side that opens up to the diameter of the drier. Inside the drier is desiccant that is held in place by two pieces of metal with small holes that allow refrigerant and oil to pass. The desiccant is approximately 1-1/4" thick (approximately 8 ounces) which filters out debris, and dries the moisture out of the system. The liquids pass through the desiccant into the bottom of the drier, where a tube picks up the refrigerant and oil from the bottom and sends it out to the expansion valve. The desiccant in the accumulator and drier are very crucial in eliminating the moisture. This is the reason the drier and accumulator should be changed whenever the system is opened, and the reason an accumulator or drier should always remain capped until the system is ready to be charged.
The final major component of the a/c system is the condenser, which is on the high side of the system. The condenser has become the most crucial part of the system since the industry started using R-134a refrigerant. The condenser's major function is to condense the refrigerant from a vapor to a liquid. The compressor needs the refrigerant to pass through it as a vapor, the evaporator needs the refrigerant to enter it in a liquid mist form, and the condenser is used to help change the physical form for the system to operate properly. The condenser has to be in a location where airflow can pass through its fins, normally in front of the radiator. The condenser is designed to allow the vapor from the compressor to enter at the top, as the refrigerant flows down to the bottom with air passing the fins the refrigerant can condense into a liquid. If you block airflow of the condenser the a/c system can be affected. If the refrigerant does not convert from a vapor to a liquid it will not enter the evaporator as a liquid which will cause the a/c system to not cool. The condensers used forty years ago for R-12 are not as efficient as the condensers made today but in our facility we still use the old tube and fin style condensers as well as serpentine and achieve a vent temperature of 32-40 degrees out of the vents. For most Jeeps made pre-1996 there is not a new parallel style condenser available so you have to make the original design work with R-134a.
All a/c systems use three types of three types of connections to seal the fittings. Many years ago there were flare fittings. Flare fittings have a cone shaped head on the male side and an inverted cone shape on the female side. The fittings fit together to make a seal where the cones meet. As technology advanced all auto manufactures changed the systems to o-ring style fittings. The o-ring fittings use a small rubber o-ring to make the seal, today most Jeeps use a spring lock, or quick disconnect fitting. This fitting uses two or three o-rings to make the seal but the fittings are not threaded together. There is a male fitting with o-rings on it, and at the end a coupling holding a spring. The female end has a flared end that slides under the spring to lock it into place, there are special tools required to release this connection. All three connections are sealed at the connection of the fitting not the threads, so thread sealer, or Teflon tape are not needed. When a fitting is not sealed at the threads like water fitting in the block thread sealers are not required. It has been said that o-rings used with R-12 will not work with R-134a, after years of research it has been found out that this is not true unless the system is using a gasket that is not black Nitrile or green HNBR.
There are two problems with refrigerants and oils today. The two problems are misleading information and using the products incorrectly. Oil in the a/c systems has changed over the past 40 years. We started with mineral oil for R-12, then the industry made a temporary substitute while the industry starting using R-134a, now all cars are using PAG oil. PAG oil is made in different viscosities for different vehicles. Jeep systems use PAG 46, or Sanden PAG 15. In our facility we have used PAG oil with R-12 and have never seen any adverse affects, so we recommend using PAG in every system. Most Jeep systems require 6-7 ounces of oil if they do not have rear a/c. If you add to much oil the system can overwhelm the refrigerant causing it not change states as necessary for the a/c to work properly. If too much oil is added it can clog the expansion valve and cause the compressor to malfunction.
The refrigerant used in automotive a/c systems has changed over the last 20 years. The reason for this change is because of the harm done to the ozone layer. R-12 refrigerant is a carbon based refrigerant that contained CFC's which created holes in the ozone layer, the holes increase the sun's UV rays which can damage our environment. In 1993 the government mandated that every new car use a substitute refrigerant called R-134a. The substitute refrigerant was to be in use for 15 years until a new better alternative was available. During the 15 year period the industry developed many new parts to make auto a/c work very well. Changing oils, and the condenser's style helped contribute to the cold air you feel inside every new vehicle on the road today. When people tell me R-134a doesn't get as cold as R-12 I tend to laugh. An a/c system can only get down to 32 degrees Fahrenheit. If the evaporator coil gets any colder than 32 degrees the water that runs off of the coil will freeze. The freezing water will block airflow to the vents, and eventually cause the compressor to starve for oil. As for R-134a being as cold, I have had a/c systems down to 26 degrees out of the vents. It will get as cold, but it may take a few seconds longer to feel at the vents. R-134a condenses at a higher pressure; this is why the condensers were redesigned. The new condensers have a larger surface area for condensing, with the same overall size. When you read about a product that says it will allow the vehicle to get 20 percent colder do not believe the hype. If you get an a/c system that is functioning correctly and blowing 38 degrees out of the vents it is not capable of blowing 20 percent or 7.6 degrees colder. The lower temperature would cause the evaporator to freeze up. The key to making any a/c system blow cold on the hottest days is to make sure it has the nothing blocking the condenser's air flow, the system has the proper refrigerant charge, and the system has the proper amount of oil in the system. On a final note about the system, we get questions about stop leak. Our advise is do not use it, we have seen stop leak cause thousands of dollars in damage. Stop leak is designed to gel up when it mixes with outside air. When the system is taken apart for a repair the stop leak will gel up in the entire system causing blockage that cannot flushed or cleaned out. It is less expensive to fix the leak rather then trying a quick fix solution.


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HIGH POINT, N.C. (Sept. 26, 2009) - The game between the ETSU men's soccer team and High Point has been cancelled due to inclement weather. No make up date has been scheduled yet.
The Bucs are back in action on Tuesday at 4 p.m. as they head to Asheville, N.C. to take on UNC Asheville in the final non-conference match before the conference home opener against USC Upstate. For more information on Buccaneer men's soccer and all other Buccaneer athletic news, please visit www.ETSUBucs.com.

subset: commoncrawl


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"We're very excited by the prospect of having you as a client. Do you have any questions about us and what we do here?"
Staring down at me from behind a huge wooden desk sat a veteran literary agent and my potential new representation. I glanced from her to her teenage-looking assistant, who was bouncing on a yoga ball and jotting down notes. I subconsciously tugged at my pink headband and lace dress, recent purchases made in hopes of creating a youthful appearance for my meeting. By 30, you're practically the Cryptkeeper in my industry. My ultra-adolescent outfit was a pathetic attempt to cover up my granny mothball stench.
"Well, I guess I'm curious whether you are going to give me any extracurricular assignments," I said to the veteran agent.
"Of course. We will do our best to get you paid writing assignments."
"No," I said. The veteran agent noticed as I awkwardly pulled on my dress. "I mean more, like, uh, are you going to send me to classes for things outside of my writing ability?"
"I'm not following you," said the veteran.
"I mean, are you going to send me to stripping classes?"
"Excuse me?"
A couple of years ago, my then agent was promoting a script I had written. The story had garnered some interest, and meetings were set up. But one thing was bothering my agent.
"Your story is sexy," she said. "But you — oh, how do I say this — aren't."
"They're meeting me because they like my script," I said, "not because they want to sleep with me."
"Oh, I know. But wanting to sleep with you couldn't hurt, right?"
"Uh. I guess not," I said.
"How do you feel about pole dancing?"
Strip-based exercise classes are a big trend in my town. I have no issue with women who take take control of their sexuality and their core muscles with some Sunday morning pole dancing. However, I made perfectly clear to my then agent it was utterly appalling to insist on a client's taking such classes to enhance her sexual appeal in a pitch meeting. There was no way I would partake in that type of misogynistic, anti-feminist behavior!
A few weeks later, I was looking down at my baggy T-shirt and yoga pants as the 10 a.m. class let out. So much for standing my ground.
Women in their early 60s, wearing sequined corsets, came out of the classroom. They stopped to comment on the newest clothing being sold in the lobby before continuing on to the changing room.
The classroom was dark, with no windows and no mirrors. Our instructor sat in the center of our circle, yelling out self-affirming statements as we stretched. "Love your womanhood!" "Embrace your Virginia!" I thought about yelling back, "I will once you embrace wearing pants." But I chickened out.
Our warm-up exercise consisted of performing the iconic slinky cat crawl. This required our using our arm and core muscles to lower our upper bodies, barely avoiding sweeping our breasts across the floor, and then pushing our bodies back up as we inched forward on all fours. I was excited to give it a try. I figured, "Hey, I'm here already. May as well make the most of it."
That day, I gained immense respect for my exotic-dancing sisters. Stripping is hard work! I tried to crawl. I tried to slink. I lowered my torso in a suggestive way. But then, just as I was supposed to teasingly lift myself back up, I remembered something: I don't have upper body strength. Bam! My face hit the mat.
The instructor yelled at me to relish my femininity. I tried again. Bam! Face and floor met.
After a few more face plants, I was relegated to the side to watch the other class members slink sexily across the mats. I went home with a bruised ego and an even more bruised nose.
So, I wasn't ready to go through that again.
The veteran agent looked at me, mouth agape. "We would never send you to stripping class."
"With us, you don't even have to dress like a teenager."
Aw, she noticed. I smiled. "Where do I sign?"


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text: This is Mira! She's a two year old mix that I just recently adopted from a shelter. She's incredibly loving and loyal, and learning a lot very quickly. She comes to work with me everyday, the photo is from her very first day at work with me. She loves everyone and especially other dogs.


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This is an activity about using models to solve a problem. Learners will use a previously constructed model of the MMS satellite to determine if the centrifugal force of the rotating MMS model is sufficient to push the satellite's antennae outward,... (View More) simulating the deployment of the satellites after launch. Then, learners will determine the minimum rotational speed needed for the satellite to successfully deploy the antennae. This is the seventh activity as part of the iMAGiNETICspace: Where Imagination, Magnetism, and Space Collide educator's guide. Instructions for downloading the iBook educator's guide and the associated Transmedia book student guide are available at the resource link. (View Less)
In this lesson, students measure the size of several galaxies to reproduce a plot of Hubble's Law. The goal of this lesson is to give students the chance to simulate the process that led to the notion that the universe is expanding, provide insight... (View More) into how this idea was reached, and inform students about the nature of our universe.Includes an extension activity, "Hubble's Law Mis-calibration." This lesson is part of the Cosmic Times teacher's guide and is intended to be used in conjunction with the 1929 Cosmic Times Poster. (View Less)
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Using Mathematical Models to Investigate Planetary Habitability: Activity C The Role of Actual Data in Mathematical Models
Students explore how mathematical descriptions of the physical environment can be fine-tuned through testing using data. In this activity, student teams obtain satellite data measuring the Earth's albedo, and then input this data into a... (View More) spreadsheet-based radiation balance model, GEEBITT. They validate their results against published the published albedo value of the Earth, and conduct similar comparisons Mercury, Venus and Mars. The resource includes an Excel spreadsheet tutorial, an investigation, student data sheets and a teacher's guide. Students apply their understanding to the real life problem of urban heat islands and deforestation. The activity links builds on student outcomes from activities A and B: "Finding a Mathematical Description of a Physical Relationship," and "Making a Simple Mathematical Model." This is Activity C in module 3, Using Mathematical Models to Investigate Planetary Habitability, of the resource, Earth Climate Course: What Determines a Planet's Climate? The course aims to help students to develop an understanding of our environment as a system of human and natural processes that result in changes that occur over various space and time scales. (View Less)
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This is a lesson about measuring temperature. Learners will apply their knowledge of how temperature affects matter to understand how a thermometer works. They then read about the history of the thermometer and the temperature scales that make the... (View More) information from the thermometer meaningful. The lesson models scientific inquiry using the 5E instructional model and includes teacher notes, prerequisite concepts, common misconceptions, student journal and reading. This is lesson 6 in the Astro-Venture Astronomy Unit. The lessons are designed for educators to use in conjunction with the Astro-Venture multimedia modules. (View Less)
This is a lesson about designing and building an effective sunshade for a model MESSENGER craft. Learners will build a model of MESSENGER. They will use a scientific approach to solve problems and work as a cooperative team. They will discover their... (View More) own strengths, and those of others, and will witness firsthand the importance of both successes and failures. This is activity 4 of 4 for the Pre-K - 4 range of "Staying Cool." (View Less)
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This is a lesson about radiation and the use of the scientific method to solve problems of too much radiation. Learners will build snow goggles similar to those used by the Inuit (designed to block unwanted light, while increasing the viewer's... (View More) ability to see in a bright region) to understand some of the engineering challenges encountered while protecting the solar cells on the Mercury MESSENGER. This is Lesson 2 of 4 at the middle level in the module, Staying Cool. (View Less)
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Students create a physical model illustrating soil water balance using drinking glasses to represent the soil column, and explain how the model can be used to interpret data and form predictions. Using data from the GLOBE Data Server, they calculate... (View More) the potential evapotranspiration, average monthly temperatures and precipitation for their model. This is a learning activity associated with the GLOBE hydrology investigations and is supported by the Hydrology chapter of the GLOBE Teacher's Guide. (View Less)
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Poor VC's, No Value Add, Obnoxious and Out of the Loop
Fund: Accuitive Medical Ventures
Posted by DCMedDevD on 2008-04-07
They spent most of the time trashing my technology, trying to get a lower valuation and telling me how I didn't have much; then they tried to take the IP off my hands by putting it in their 'proprietary incubator' and taking 75% of the common stock! Are they for real" Who would take this kind of a deal"""" Have they done anything significant among themselves as partners"" Then they said that they were the only way to get in to versant. Ha! How did these guys get any money to invest" Read the private posting!PRIVATE: Members Only (274 Characters)


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by Clark Groome
The Phillies' year is effectively over. The Eagles are just starting a new season/new era that raises as many questions as it does hopes. The 76ers are rebuilding. So, let's talk about the Flyers.
Why now? Because this is the week that the NHL begins its training camps, and, in just a few days, preseason games – all in anticipation of the Flyers' season opener against the Toronto Maple Leafs on Wednesday, Oct. 2, at the Wells Fargo Center.
The upcoming season will look very different from any in recent years.
Because the Atlanta Thrashers moved to Winnipeg in 2011, the league has been realigned. Instead of two conferences of three five-team divisions, the new setup calls for a Western Conference of two seven-team divisions and an Eastern Conference of two eight-team divisions.
The Flyers – joined by Carolina, Columbus, New Jersey, NY Islanders, NY Rangers, Pittsburgh and Washington – will be part of the Eastern Conference's new Metropolitan Division.
The revamped schedule has the Flyers playing 30 division games and going against five opponents (Carolina, Columbus, New Jersey, NY Islanders and NY Rangers) four times and the other two (Pittsburgh and Washington) five times.
They will play the eight teams in the other Eastern Conference division three times and each of the 14 teams in the west, twice. This allows, for the first time in more than a decade, for each team to play every other team in the league both home and away.
The realignment also changes the way playoff eligibility is determined. In both conferences the top three teams in each division will qualify, as will the two other teams with the best record regardless of division.
The Flyers team that will be playing this revised format will start the season with several key players who were injured last season – defensemen Andrej Meszaros, Nicklas Grossmann, Braydon Coburn and Bruno Gervais, and forwards Scott Hartnell, Zac Rinaldo and Max Talbot – all healthy. They've also added forward Vincent Lecavalier, defenseman Mark Streit and goalie Ray Emery to their lineup.
Both Lecavalier and Streit will add strength to the team on the ice and, having served as captains for Tampa Bay and the New York Islanders respectively, in the locker room.
Ray Emery returns to Philadelphia after some serious medical issues and very positive stints in Anaheim and, last year, in Chicago where he was 17-1 for the Stanley Cup-winning Black Hawks. He will share goalie duties with former rookie-of-the-year Steve Mason, who was impressive in the seven games he played after joining the team at the end of last season.
If they remain healthy and rebound to the form they had the year before the lockout the Orange and Black are likely to have a very entertaining season, one that should lead to a place in the playoffs.
Between puck drop on Oct. 2 and April 13's final regular-season game, the league will have a season unlike any other in NHL history.
The first regular season outdoor NHL game was played in 2003 at Commonwealth Stadium in Edmonton, Alberta, Canada. It was the first Heritage Classic.
The first outdoor contest in the United States was on Jan. 1, 2008, in Buffalo with the Sabres hosting the Pittsburgh Penguins. That was the first Winter Classic.
This year not only will there be a Bridgestone NHL Winter Classic game (Jan. 1 between Detroit and Toronto at Michigan Stadium) and a Tim Horton's NHL Heritage Classic game (between the Vancouver Canucks and the Ottawa Senators on March 2 at BC Place in Vancouver), there will be four other outdoor contests – all part of the Coors Light NHL Stadium Series.
The most intriguing game from a logistics point of view is the Jan. 25 contest between the Anaheim Ducks and the Los Angeles Kings at Dodger Stadium. Outdoor hockey in Southern California should be a challenge to the icemakers.
On Jan. 26 and Jan. 29 Yankee Stadium and the New York Rangers will host two games, the first against the New Jersey Devils and the second against the New York Islanders.
The fourth in the Stadium Series will be held at Chicago's Soldier Field March 1 and pits the host Black Hawks against Pittsburgh.
From Feb. 9 to 25 the NHL will shut down so that its players can participate in the Olympics in Sochi, Russia.
Flyers' head coach Peter Laviolette will be an assistant to Pittsburgh's Dan Bylsma for the American Olympic team. While no Flyers will be joining their coach on the USA squad, several may well be part of their countries' squads in the 12-team men's hockey tournament: Claude Giroux (Canada), Kimmo Timonen (Finland), Andrej Meszaros (Slovakia), Jakub Voracek (Czech Republic) and Nicklas Grossmann and Erik Gustafsson (Sweden).
The year ahead looks like fun, eh?


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Experience is that the best teacher, or such a large amount of folks would create us believe. However if you actually believe it, that saying solely tells us 1/2 the reality. The opposite is learning from somebody else's mistakes and skill. Learning in every road makes a wise man and gets you a better level of success in all endeavors.
That said, here are the five common mistakes in sales lead generation and a few sensible recommendations on a way to avoid them:
1. Mine-is-better-than-others mentality. You're successful as a result of your higher than most of your competitors. Knowing which will naturally boost your ego and if you're not careful, that ego will hurt instead of facilitate your business if you stop listening and start thinking that your ideas are higher than others'.
2. Pitching instead of giving an answer. Several have failed in their lead generation campaigns due to this error. Rather than calling a possibility and giving one thing that actually edges him, several salespeople decision their potential customers with a pitch in mind.
3. Verbosity. This can be the foremost annoying common mistake that sends folks running for the hills. This happens when calling a possibility and you pay ensuing three hours talking regarding how nice your company or product is, and speak some a lot of regarding options and edges. Keep in mind that successful lead generation execs are smart listeners.
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The car: 2012 Jeep Grand Cherokee SRT8 4X4
The power: 470 horsepower and 465 pound-feet of torque from a 6.4-liter Hemi V-8
The photos: 2012 Jeep Grand Cherokee SRT8 4X4
The speed: 0-60 mph in 4.8 seconds
The bragging rights: The fastest Jeep yet.
The price: Base price is $55,295 including destination. As tested: $63,975.
The details: Yes, this thing's got a Hemi. Chrysler Group's performance division, SRT (for Street and Racing Technology) has dropped its latest creation, a 6.4-liter V-8, into a Jeep, giving us the second Grand Cherokee SRT8. It puts out 50 more horsepower and 45 more torques than the previous generation 6.1-liter engine. In an effort to leave a little crude oil for the next generation, the engine is designed with cylinder deactivation. This allows it to run on four cylinders during highway cruising and helps the SRT8 hit an EPA-estimated 12 miles per gallon in the city and 18 mpg on the highway. During nearly 200 miles of testing, I averaged 10.5 mpg. More on why in a minute.
Mated to this engine is an aging five-speed automatic transmission with paddle shifters. Meanwhile, electronic goodies like the four-wheel-drive transfer case and the limited slip differential put the power to the wheels.
Jeep's Selec-Track system lets drivers choose one of five settings that vary the stability control, Bilstein adaptive suspension, shift mapping, torque split, throttle input and cylinder deactivation. Auto and sport are best for daily driving, with track ready for when you really want performance over comfort, and tow and snow each being self-explanatory.
All these systems are wrapped in a Jeep Grand Cherokee body after a Gold's Gym treatment. The SRT8 sits an inch lower; the fenders are flared; the front and rear bumpers are completely redesigned and unique to this model; and the deep scalloped hood features two functional air scoops. An added bonus over the previous SRT8 is that the dual exhaust pipes are no longer center-mounted, meaning that you can tow 5,000 pounds if you add the $995 tow package my tester had. Five-spoke 20-inch rims, wrapped around four-wheel Brembo anti-lock brakes, round out the look.
Inside, standard heated and cooled leather front seats feature suede inserts and extra-thick bolstering. Even thicker is the heated, flat-bottomed steering wheel. Genuine carbon-fiber trim is also standard, as is a media center with navigation system, heated rear seats, Xenon headlights and dual-zone climate control.
My tester added the $4,495 Luxury Group, which includes additional leather trim throughout the cabin (like the dashboard), a power tailgate, blind-spot monitoring and adaptive cruise control. An additional $1,195 gets you a panoramic moon roof, while $1,995 throws in a 19-speaker audio system with a 895-watt amp.
The drive: Let's be honest. A two-ton, 470-horsepower SUV that will go from standing to 60 mph in under five seconds while getting worse gas mileage than a Hummer towing New Jersey is silly. Unnecessary, excessive, illogical.
I loved it.
This is the kind of vehicle that would make John DeLorean and his cohorts at GM proud, they who stuffed a V-8 the size of a cruise ship into an engine bay where it didn't belong. But rather than a Pontiac Tempest, the good folks at Chrysler's SRT division started with an excellent vehicle that already has plenty of functionality. The rock-solid chassis of the Grand Cherokee provides an stout canvas on which to paint some SRT power.
Thus, you get a vehicle with off-road fortitude of the more sane Grand Cherokees, the stiffness and road manners of a Mercedes ML (the two share a platform) and the surly aggression of a WWE wrestler who missed dinner.
When driven briskly, this Grand Cherokee can do everything a Porsche Cayenne Turbo, BMW X5 M or Mercedes-Benz ML63 AMG is capable of, but without the oppressive glibness that comes with their six-figure price tags. Those vehicles say, "My driver could have more fun than you, if he or she ever wanted to," while this Jeep says, "Screw it, my driver IS having more fun than you." For $50,000 less.
Put the SRT8 into sport or track mode and stomp on the gas and this sonorous V-8 rockets you forward with dizzying immediacy. I've driven plenty of cars that will wallop this Grand Cherokee SRT8's 0-60 mph time, but few make the experience so engaging. The Hemi V-8's sound is a refined, air-filled roar; it's never sharp or caustic. This absolutely is why I averaged 10.5 mpg in my week with the car. Launching from stop signs or green lights with this Hemi pulling your sled is just too much fun not to do repeatedly. When you've had your fill, the Brembo brakes end the party immediately.
My only complaint about the driving experience was the numbness of the hydraulic steering. When chucking something this big and powerful through turns at speeds that laugh in the face of physics, you want to feel as much communication from the road as possible. With this Jeep you just have to learn to trust it. (I'd also like a transmission with an additional gear, though this shortcoming stood out more on paper than it did while actually driving the vehicle.)
All told, the Jeep Grand Cherokee SRT8 is a phenomenal daily driver, and if it's my scratch on the counter, this is one of the best ways to spend $60,000 on a new vehicle today. You get the functionality, comfort and luxury of Jeep's most premium offerings paired with the unholy, yet civilized power from some of the brightest nerds in Detroit.
Not wanting one is what is truly silly.


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Built-In High Powered Speaker with total output of 20W RMS
Slender satellites blend into décor easily.
A solid offering
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Kris Hoey is in her eighth season as head women's cross country and assistant track coach at Washington and Lee.
Under Hoey's guidance, the Generals won five-straight ODAC
Championship from 2004-2008, and W&L returned to the top of the
conference in 2010. In 2010, Hoey had seven runners earn
all-conference honors and she was named ODAC Coach of the
Year. W&L captured a second-place finish at the
conference meet in 2009, snapping the streak of five-consecutive
league titles. She had five runners gain all-conference honors.
Hoey also led the Generals to a fifth-place finish at the NCAA
Regionals as three runners were named all-region and one qualified
for NCAAs. Hoey has had at least one athlete qualify for the NCAA
National championships the last four years.
In her seven seasons at W&L Hoey's teams have won five ODAC Championships, she has led runners to eight NCAA qualifying performances, 18 all-region honorees, 36 all-conference award winners, five individual ODAC Cross Country Champions. Hoey has also been named ODAC Coach of the Year five times.
During the track season Hoey leads the Generals women's middle distance and distance runners. At the 2009 Indoor ODAC Championship Meet, her athletes won every middle-distance and distance event (the 800m, Mile, 5,000m and the Distance Medley Relay). At the Outdoors ODAC Championship Meet, they repeated the same feet winning the 800m, 1500m and 5,000m and 3,000m steeplechase events. Hoey also guided Elizabeth Webb to an NCAA National qualifying performance in the Mile where she finished 9th.
Hoey came to W&L from Rockbridge County High where she was the head boy's cross country coach for one season. During that time she also served as a volunteer assistant track coach at VMI, working with the steeplechasers, middle distance and distance runners.
At Rockbridge County, Hoey led the Wildcats to a runner-up finish at the State Championship and guided John Crews to the individual district, region and state championship and a 13th-place finish at the 2003 Junior National Cross Country Championships.
Prior to arriving in the Shenandoah Valley, Hoey served as the interim head cross country and track and field coach at West Chester University during the 2001-02 season and was the assistant coach at WCU from 1998-01.
During her one season as head coach at WCU, she helped mentor one All-American, three Academic All-Americans, two national qualifiers, four conference champions and 22 all-conference athletes while helping her athletes set four new school records. Her men's and women's cross country teams were named to the National All-Academic team.
A 1998 graduate of West Chester with a bachelor of science in health and physical education, Hoey was a four-year letterwinner for both the cross country and track and field programs. She was twice named the cross country team MVP and served as team captain during her senior season when she earned All-Pennsylvania State Athletic Conference honors. In track and field, Hoey was twice named All-ECAC and garnered All-PSAC recognition as a senior.
Active in the sport, Hoey competed in the steeplechase at the 2001 USA Outdoor National T&F Championships and was the Olympic Development Steeplechase Champion at the 2001 Penn Relays, setting a meet record. In addition, Hoey placed 11th at the 2000 U.S. Olympic Trials. She is a USA Track and Field Level I and Level II Certified Coach.
Hoey is married to Head Track and Field Coach Nate Hoey. They reside in Rockbridge County with their daughter, Chase Maya.


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Search results for: G34 Glasgow
G34 Glasgow
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Houses & Apartments in Glasgow (Rating: 9) , Votes:View new home developments in Glasgow, from UK leading housebuilders, new build flats and apartments Glasgow, new build homes, flats and apartments in Scotlandhttp://www.newbuildhomesglasgow.co.ukCategory: Directory/Business/Real Estate
Glasgow Website Design - Hosting (Rating: 2) , Votes:Web Site Design in Glasgow by Capital Consultation, providing website development from brand design through to developing the website and supporting it with web hosting and SEO services once live.http://www.capitalconsultation.com
Metropolitan College in Glasgow (Rating: 2) , Votes:Glasgow Metropolitan College in Glasgow, Scotland has a wide range of part time and full time college courses as well as evening and Saturday classes to offer. Browse our list of courses and apply online.http://www.glasgowmet.ac.uk
Flats to rent - LettingWeb (Rating: 24) , Votes:Leading UK property portal with flats to rent in Edinburgh, Glasgow, Manchester, Leeds and other UK property hot spotshttp://www.lettingweb.comCategory: Directory/Business/Real Estate
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Cheap Flights with FlyBe (Rating: 2) , Votes:Flybe is one of Europe's largest regional low-cost airline. Flybe has major bases at Birmingham, Southampton, Belfast, Manchester, Jersey, Guernsey, Inverness, Edinburgh and Glasgow. It is the largest scheduled airline at Birmingham, Manchester, Norwich, Exeter, Inverness, Southampton, Isle of Man, Belfast City and the Channel Islands. Flybe operates out of more UK airports than any other airline.http://www.flybe.com/Category: Directory/Leisure & Travel/Budget Travel
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Webotopia provides a business directory designed to promote G34 Glasgow companies, products and services whilst helping it's users find the G34 Glasgow information they need. Webotopia business directory, with the help of it's dedicated support specialists and reviewers, enables delivery of G34 Glasgow quality content, excellent customer support as well as value added services such as content publishing and press releases for it's users.


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Lynette Turner needed a new logo design and created a contest on 99designs.
A winner was selected from 685 designs submitted by 152 freelance designers.
We are reinventing a brand. First stop - the logo. This contest is going to be fun because we promise to give all you great Designers LOTS of feedback in exchange for one thing...a beautifully designed logo. We need elegant, couture designer, contemporary, and edgy.
Element Hotel Suites
A logo that reflects the Element Hotel Suites brand.
Element Hotel Suites Stands For
- Catering/targeting the urban professional, and single traveler – for short/long term stays
- <40yrs of age. Male and Female
- Top-end service
- Above and beyond
- Spa like experience The Image
- Prestigious (not pretentious)
- Contemporary
- High-end
- First Class Customer Experience:
- Customers feel good when they are there
- It draws people to want to come back (high customer service, quality, offers variety and convenience)
- Clean, fresh, light and airy, friendly, transparency Why we want it designedLogo Usage
- Signage (Exterior & Interior)
- Website
- Marketing collateral (door hangers, brochures, business cards, etc)
- Clothing (Slippers, robes, towels)About the company
Element Hotel Suites is the first in a series of small boutique suites available for long and short term stays.
- A combination logo: Symbol and Text. A logo that in some manner combines both a symbol and the company name. The symbol and text can be integrated together, side by side, or with one located above the other.
- The logo should be designed using the following colors:
- Predominant Color: Sepia: (r.112, g.66, b.20)
- Secondary Color: Kelly Green: (r. 76, g.187, b.23)
- Accent Colors ONLY: Chrome and/or Charcoal Grey
- A logo without a symbol and doesn't reflect the above requirements. ;-)
Find out how a design contest works or learn more about our logo design services.


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If you're serious about investing, chances are you've followed a Wall Street whale or two. That's Street slang for monitoring the buys and sells made by billionaire investors (aka Wall Street Whales) as they disclose quarterly 13F filings.
But in addition to tracking stocks or sectors, pro trader Stephen Weiss believes that there's also something worthwhile to learn from tracking themes and big picture ideas that made these pros the whales that they are today.
For his new book "The Big Win," Weiss commenced what would become years of research analyzing the habits of his Wall Street idols, a list of mega-successful investors ranging from famed money manager Jim Rogers to more private pros including Renee Haugerud, Lee Ainslee and more.
"If you want to create wealth, understand how the smartest investors in the world do it," said CNBC's Larry Kudlow after reading his book. We read it too.
As a student of the very best investors, Weiss identified nearly 50 takeaways behind their supersized successes. Click ahead to find a handful of those lessons.
By Lee Brodie
Posted 4 June 2012


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NEW YORK, N.Y. – With a 3-1 record, the nationally-ranked No. 5 MIT men's volleyball team won the Baruch College Invitational this past weekend. On Saturday, the Engineers defeated the No. 12 Bearcats (25-20, 25-20, 25-27, 25-21) but fell to Kean University (26-24, 22-25, 29-27, 25-20). The next day, MIT earned hard-fought victories over No. 15 Emmanuel College (25-17, 23-25, 25-18, 32-30) and No. 7 Stevens Institute of Technology (25-19, 26-24, 18-25, 11-25, 17-15).
In the opener with Baruch, junior Matt Hohenberger (St. Louis, Mo.) led the way with 17 kills and a .448 hitting performance while sophomore Ken Siebert (St. Louis, Mo.) tallied 14 kills, five digs, and four aces. Senior David Thomas (Carlsbad, Calif.) posted 11 kills, a .364 hitting performance, and two blocks as classmate Jeremy Velazquez (Chelmsford, Mass.) collected a team-high seven digs. Junior Patrick Vatterott (St. Louis, Mo.) contributed three blocks while sophomore Paul Syta (Fairport, N.Y.) compiled 47 assists, six digs, four blocks, and three aces.
In the program's first meeting with Kean, Siebert totaled 14 kills, six digs, and two blocks as Hohenberger notched nine kills and two aces. Freshman Alex Klein (San Diego, Calif.) also had nine kills while Vatterott recorded seven kills and five blocks. Velazquez collected 13 digs as Thomas added six of his own. Syta finished with 38 assists, seven blocks, and three aces.
Hohenberger was a force to be reckoned with against Emmanuel as he amassed 21 kills, a .432 hitting percentage, five aces, and three blocks. Siebert followed with 19 kills, 10 digs, and two aces while Thomas registered 11 kills, five blocks, and five digs. Vatterott added to the front row's dominance with eight kills and seven blocks as Velazquez racked up 15 digs. Senior Daniel Sngiem (Long Beach, Calif.) posted eight digs and two aces while Syta tallied 57 assists, 10 digs, six blocks, and two aces.
In the Cardinal and Gray's thrilling five-set battle with Stevens, Siebert totaled 21 kills, six digs, two aces, and two blocks. Hohenberger notched 13 kills while Klein contributed eight kills and three blocks. Thomas picked up six kills and two blocks as Vatterott tacked on five kills and five blocks. Syta recorded 52 assists, seven digs, and four blocks while Velazquez rounded out the squad with eight digs.
Next up for MIT (13-4) will be a tri-match on Saturday, March 3 featuring Mount Ida College and No. 6 NYU.


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Feb 22 (Reuters) - Two children and their parents died and
two other children were critically injured on Saturday in a
house fire in Indianapolis, said a spokeswoman for the
Indianapolis Fire Department.
Firefighters responded to the blaze at the one-story house
shortly after 9 a.m. local time and found the whole family of
six trapped inside, said department spokeswoman Rita Reith. The
victims were pulled out of the house into the front yard where
emergency workers tried to resuscitate them before they were
taken to a hospital, Reith said.
Lionel Guerra, 47, Brandy Mae Guerra, 33, Esteban Guerra,
11, and Blanquita Guerra, 8 were all pronounced dead at the
hospital. The other two children, ages 6 and 14, are
hospitalized in critical condition, Reith said.
"Area residents were devastated by the loss of life this
morning and many stopped to cry and pray for the family," Reith
said in a news release.
Firefighters got the fire under control in minutes but the
house had heavy interior damage, she said.
"Investigators have only begun to process the scene hoping
to find a cause for this tragedy," Reith said.
(Reporting By Kevin Murphy in Kansas City, Mo,)


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January 26, 2013 08:00 ET
- Ontario's icewine grape harvest expected to increase by 50 per cent - BMO Economics forecasts higher sales and exports - Overall consumption of wine is up - Canadian adults purchase an average of 22 bottles annually vs. 13 bottles in 1995
- Ontario's icewine grape harvest expected to increase by 50 per cent
- BMO Economics forecasts higher sales and exports
- Overall consumption of wine is up - Canadian adults purchase an average of 22 bottles annually vs. 13 bottles in 1995
NIAGARA-ON-THE-LAKE, ONTARIO--(Marketwire - Jan. 26, 2013) - According to BMO Economics, the Canadian icewine industry is poised for solid production and sales this season as a result of ongoing low temperatures this winter, favourable growing conditions in 2012 and, more generally, a shift by consumers from beer to wine.
Icewine - first made in Germany in the late 1700s - is made from grapes that have been left on the vine until a sustained temperature of minus 8 degrees Celsius or lower is reached, boosting the grape's sugars and enhancing the flavour. Typical varietals used for icewine include Riesling, Vidal and Cabernet Franc.
Since frozen grapes produce a small amount of liquid, the production volumes of icewines are lower compared to table wines. The result is pricier wines, ranging from $50-$100 or more for a 375 ml bottle.
"Last year brought solid growing conditions for most varieties of wine grapes in both Ontario and British Columbia, and the crop is expected to produce some exceptional wines," said Aaron Goertzen, Economist, BMO Capital Markets.
"Ontario's icewine grape harvest for this season is expected to total 5500 tonnes - an increase of 50 per cent from the year before. This raises the prospect of ongoing solid production and export growth." However, Mr. Goertzen added that production will be 20 per cent below the record set in 2007.
In Ontario, the largest icewine-producing province, icewine production accounts for approximately four per cent of total wine production by volume. However, because of its high price, icewine's share in sales would likely be substantially higher, according to Mr. Goertzen.
"The 2012 vintage will likely go down in history as the best vintage ever for Ontario table wines and this is likely to prove true for icewine as well," said Norm Beal, President, Peninsula Ridge Estates Winery. "Although we have anxiously awaited a little longer for colder temperatures this year, the extra time on the vine has further added to the richness and complexity of an already stellar icewine vintage."
Mr. Beal stated that yields are down in some areas by as much as 40 per cent given the late cold snap. However, he believes that the exceptional quality of the 2012 vintage combined with skyrocketing demand from the Far East will result in increased global demand for Ontario icewines.
Canadian icewines continue to make inroads internationally
Mr. Goertzen noted that conditions are ripe for the Canadian icewine industry to expand its presence globally. "There is room for Canadian wineries to increase their exports of premium-priced products such as icewine, for which economies of scale are not as important. While icewine is produced in relatively small quantities, its high value means that it already accounts for one-third of wine exports, and Canadian wineries are internationally renowned for this cold-climate product."
On a volume basis, Canada exported the equivalent of 483,000 375 ml bottles of icewine in 2011. Around 80 per cent of Canadian icewine is exported to Asia, with China accounting for nearly half of the total.
"Icewine represents a fantastic opportunity for Canadian wineries to showcase a popular, made-in-Canada product to consumers around the world," said Al Giguere, Commercial Banking Area Manager, Niagara Region, BMO Bank of Montreal. "With more nations looking for unique, high-quality products like icewine, the market for wineries we work with in Ontario and B.C. will no doubt continue to expand."
Mr. Goertzen added that icewine is part of an overall robust Canadian wine sector. "The Canadian wine industry has expanded considerably over the past two decades. The stimulus comes from an aging population as well as a willingness by consumers to pay more for premium wines."
Canadian adults in 2011 purchased an average of 22 bottles of wine, up from 13 bottles in 1995. One-third of wine consumed in Canada is produced by domestic wineries.
About BMO Financial Group
Established in 1817 as Bank of Montreal, BMO Financial Group is a highly diversified North American financial services organization. With total assets of $525 billion as at October 31, 2012, and more than 46,000 employees, BMO Financial Group provides a broad range of retail banking, wealth management and investment banking products and solutions.
Media Contacts:Peter Scott, Toronto(416) firstname.lastname@example.com Doucet, Montreal(514) firstname.lastname@example.com Grant, Vancouver(604) firstname.lastname@example.com: www.bmo.comTwitter: @BMOmedia
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$0.5 To $4 CPM Paid To Promote, Paid To Popup, Paid Display Banner. Statistics updated in real time, Never adjust the balance. A variety of ad formats to ...
Wiget Media is a digital advertising network that connects brands with consumers world wide. We execute succesful campaigns by cutting out the noise and ...
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Wiget Media is leading in Baseball.
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Wiget Media hasn't got a lead over Paid-To-Promote in any country.


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Jessica Diehl, 34, Sunmer, died Sunday, Dec. 30, 2012, in an auto accident near Indian Grove.
Jessica Diehl, 34, Sunmer, died Sunday, Dec. 30, 2012, in an auto accident near Indian Grove.
Funeral services will be held at 10 a.m. Wednesday, Jan. 2, 2013, at Wright-Baker-Hill Funeral Home, Brookfield. The family will receive friends from 6 until 8 p.m. Tuesday, Jan. 1, 2013, at the funeral home. Burial will be in Lakeside Cemetery, Sumner.
Memorials to the Jessica Diehl Memorial Fund (to be used for Sumner Community Projects) may be left at or mailed to the funeral home at P.O. Box 496, Brookfield, Mo. 64628.
Jessica Maries was born April 8, 1978, in Brookfield, daughter of Gary and Diana (Chowning) Diehl.
Jessica had taught school at Marceline R-5, Madison C3 and Linn County R-1 School Districts and was a member of Missouri State Teachers Association. She had been very involved with the American Cancer Association Relay for Life for several years.
Survivors include her parents, Gary and Diana Diehl, Sumner; one brother and sister-in-law, Justin and Amy Diehl, Sumner; her grandparents, Robert and Betty Chowning, Brookfield; and two nephews, Clayton and Bryson Diehl, Sumner.
She was preceded in death by her grandparents, Lewis and Maries Diehl.


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us | Over the Road - Class B - Owner Operator Team - Straight Truck, CDL-A, CDL-B in Henniker, NH
Over the Road - Class B - Owner Operator Team - Straight Truck, CDL-A, CDL-B
XPO Logistics
$44,370.00 - 59,340.00 / Year *
78 Depot Hill Rd
Henniker, NH 03242
Whether youre a semi or straight truck owner operator, solo or team, youve found your best opportunity right here with XPO. Were the largest manager of expedite shipments in North America but we never lose sight of how important it is to hear a friendly voice on the phone, or have a terminal feel like home. With more than 30 years experience in expedite logistics, we can offer you the flexibility to choose your preferred running style, tours and loads. Youll be part of the XPO family while still enjoying the independent lifestyle you want.
Well keep you moving with steady freight, high miles, reliable payments and one of the best compensation packages in the industry.
Associated topics: cdl b, cdl b driver, cdl b operator, cdl c driver, cdl c owner operator, conductores clase b, conductores clase c, driver class b, driving class b, driving class c
* The salary listed in the header is an estimate based on salary data for similar jobs in the same area. Salary or compensation data found in the job description is accurate.
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The North Central College football team accomplished both of its objectives in Saturday's regular-season finale against North Park University, getting a large number of players into the lineup and coming away with a 35-0 victory over the Vikings at Benedetti-Wehrli Stadium.
The Cardinals (9-1, 7-0 College Conference of Illinois & Wisconsin) clinched their second straight outright CCIW Championship and extended their winning streak in regular-season home games to 24 consecutive games. It was also North Central's 19th straight win over the Vikings.
"Today we wanted to have our number twos get a lot of reps just to make sure they're up to speed for the playoffs, and some guys were just a little too banged up to play today," said North Central head coach John Thorne. "This was a good way to rest them and keep them out of practice for a week.
"The boys have done a wonderful job and they really stuck together and worked very hard. I'm very proud of the team today."
The Cardinals moved in front on the game's first possession, driving 73 yards in seven plays. Tyler Dicken got the hosts on the board with a 40-yard touchdown pass to Bai Kabba with 11:55 on the clock in the first quarter. North Park (3-7, 0-7 CCIW) threatened to put together a scoring drive of its own late in the first period, but a 35-yard field goal attempt was blocked by Alex Pirela as time expired.
Taking possession at its own 20-yard line, North Central embarked on its second scoring drive of the day, running the ball seven times in an eight-play, 80-yard drive. Nick Kukuc capped off the possession with a 15-yard TD run and doubled the Cardinals' lead to 14-0 with 11:13 left in the first half.
Kukuc struck again on the Cardinals' next drive as well. On second down at the North Central 31, Kukuc spun away from a tackler at the line of scrimmage and sprinted down the left sideline, getting a key downfield block from Joe Antonacci on the way to a 69-yard touchdown run with 4:44 left until halftime.
"Overall the offense played well, there are still some things we need to work on just like every week," Kukuc said. "At first we had a slow start but ended up getting on a roll."
The Cardinals' final score of the first half came just before the break. Defensive back Stewart Charles picked off a North Park pass at the North Central 12 with just under a minute to play, and Dicken passed twice to Jeff Stolzenburg and got a 31-yard run from Kukuc before throwing an 11-yard scoring strike to Kyle Fiedorowicz with 21 seconds left.
The final touchdown of the day came from the Cardinals' defense on the first drive of the third period. North Central's Connor Douglas scooped up a fumbled option pitch at the North Park 40-yard line and ran untouched to the end zone. Douglas also intercepted two passes in the second half to preserve the Cardinals' shutout.
"I just went out and played like we practice," Douglas said. "As a secondary, we made sure we were pass-first and just stuck to the game plan and it turned out well. We really rely on the philosophy of 'bend, don't break' and I just felt like if they were going to throw it to my side I had to make a play or help someone else make a play by staying in coverage."
Kukuc gained a game-high 154 yards on just 10 carries for North Central, while Mike Boettcher ran 11 times for 57 yards. Dicken completed 9 of 15 passes for 153 yards, and Kabba was the Cardinals' top receiver with 56 yards on two catches. Pirela paced the defense with a career-high 11 tackles, while Tharryn Wright, Peter Mann and Jim Clendenning each had nine.
Pairings and host sites for the first round of the 2011 NCAA Division III Football Championship will be announced Sunday at 5 p.m. at ncaa.com.
North Central Closes Regular Season with Shutout Win
|North Park (3-7)
|No. 6 North Central (Ill.) (9-1)
The North Central College football team accomplished both of its objectives in Saturday's regular-season finale against North Park University, getting a large number of players into the lineup and coming away with a 35-0 victory over the Vikings at Benedetti-Wehrli Stadium.


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This postcard-perfect lake town is nestled in Canada's Okanagan Valley, home to more wineries than Walla Walla and better snow than Whistler. And you found it first.
Author Jacqueline Detwiler Photography Michael Hanson
WHEN FACED WITH THE PROSPECT of describing Kelowna, a winemaking and ski resort town surrounded by three mountain ranges and a lake in Canada's Okanagan Valley, one is tempted to rely on juxtaposition: Napa meets Tahoe, Sideways meets Dirty Dancing, Ski Party meets Meatballs. Otherwise, conveying the scope of the place can be difficult. In valleys abutting a 68-mile-long lake fed by crystalline mountain streams sit nearly 30 wineries, 20 golf courses, countless running and biking trails, and a ski resort with some of the most pillowy powder in the world.
What the comparisons fail to capture, however, is that unlike Napa or Tahoe, Kelowna is a 1,120-square-mile playground that remains largely untouched by the other kids. You can taste wines poured by the vintners themselves, swoop down black diamond runs all by yourself and procure a lakeside table without making reservations a week in advance. As one local ski instructor puts it, "I think I waited in a lift line for five minutes … once?" Napa meets Tahoe meets Narnia. There. That should do it.
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City of GlendoraHome Menu
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|Instructor's Corner
|The City of Glendora is always looking for talented and community-oriented individuals interested in teaching their skill. In order to best serve the community and the interest of the contract class program, it is the Department's policy to not have classes that compete against each other. Classes that are the same or are similar to those currently offered will not be considered. Please review the current recreation guide, this is a good indication of the types of classes the Community Services Department offers, including locations, times, dates, and prices. Submit a resume and class proposal including class description, days, fees, etc. to Glendora Community Services Department, Attn: Jennifer Kugler, 116 E. Foothill Blvd., Glendora, CA 91741. For any additional information please call (626) 914-8229.
About Recreation | The Recreation Division provides a variety of recreational, educational, and social activities to the residents of Glendora. A variety of supervised activities are offered at the American Legion Building, Youth Center, Scout Hut, Crowther Teen & Family Center, and school sites throughout the City. Programs include Tiny Tots dance, recreation classes, facility rentals, sports, and community special events. For more information, call (626) 852-4816 or (626) 914-8229.


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As expected, it's simply standard exposure and fill flash.
It does have an HDR appearance, and it would be interesting to know if this was just 'normal' PS enhancement / tweaking or an HDR technique was used. If HDR was used, this would be a first I imagine as an underwater photo winner.
Per comment:
Firstly, thanks to the staff of DivePhotoGuide and Wetpixel for selecting my image as best of show in this years competition. It is a real honour, particularly since there were so many images that could have easily made best of show. Please find some details below on how the image was captured and processed. It was the perfect afternoon for split photography. The water was like a sheet of glass and the sun was low and about to set on the horizon with hazy cloud overhead. I made several images, however this one stood out due to the striking composition. The man-o-war was almost touching the dome port when the shot was made and a single strobe was used at a downward angle to light the little critter and the seafloor (1 metre below). In post processing, I used Adobe Photoshop CS2 RAW plug-in to convert the image to a .tiff file. The .tiff was then rotated by one degree to make the water surface a straight line and slightly cropped to suit. Slight adjustments were also made to colour contrast, saturation and sharpening using Adobe Photoshop CS2.


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The Accenture Delivery Centers in France are truly delivering services at the intersection of business and technology.
Our clients have direct access to our top talent, deep industry knowledge and industrialized breadth of capabilities—to achieve measurable improvements in performance. Situated in the most dynamic regions in France, the centers are pivotal as a regional location serving Belgium, France, the Netherlands and Luxembourg, providing high-quality end-to-end IT service delivery.


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Western Massachusetts Homicide Case Highlights Need for Community Wide Education on LGBQT Domestic Violence
February 27, 2013
The attention surrounding the trial of Cara Rintala for the murder of her wife, Annamarie Cochrane Rintala, still in the early days of testimony, underscores the need for a community-wide dialogue about domestic violence. According to Toni Troop of Jane Doe Inc., The Massachusetts Coalition Against Sexual Assault and Domestic Violence, "While this is the first known domestic violence-related homicide involving a legally married same-sex couple, there have been 9 reported or suspected LGBQT domestic violence-related homicides across the Commonwealth in the past 5 years."
Research about LGBQT partner abuse is growing, and generally confirms that domestic violence occurs at similar prevalence rates and with comparable severity as the general population. Most recently, an analysis of the National Intimate Partner and Sexual Violence Survey released in January by the Centers for Disease Control documents the same or higher prevalence of domestic violence within GLB communities as the general population. (The sample of transgender individuals within this survey was too small to draw meaningful conclusions.)
"Clearly, more research on LGBQT domestic violence is needed," stated Marianne Winters of Safe Passage, the local domestic violence program in Hampshire County where the trial is taking place. "But we know enough to urge the community to come together to build an understanding of the dynamics of partner abuse as well as the ability to recognize abuse when it happens to their friends or family members. And there are several organizations in Massachusetts who can help with this."
In addition to Safe Passage, which provides outreach and services to the LGBQT communities of Hampshire County, The Network/La Red is a survivor-led organization in Boston raising awareness of LGBQT partner abuse and providing crisis services. "We hope that the community will see this case as a stepping off point for broader dialogue and education," added Winters.
Regardless of sexual orientation or gender identity, domestic violence is a pattern – a systematic abuse of power and control over a victim. "It may or may not include physical abuse," said Beth Leventhal of The Network/La Red, "and often includes other forms of abuse including sexual, financial, verbal, spiritual, and cultural. Domestic violence cannot be clearly identified by a single violent act or by a single incident. It is a pattern of behavior, inflicted by one member of an intimate relationship over another."
"The myth of mutual abuse is just that, a myth", said M.E. Quinn, also of The Network/La Red. "This is not to say that a survivor can't fight back in some way – many do. However abusing someone is generally about trying to control them, while fighting back is generally about trying to regain control over oneself." Advocates stress the importance of looking carefully at the fullest picture possible of what has happened in a relationship in order to understand who has control over the other before deciding whether one person is the abuser or the survivor. In Massachusetts, the GLBT Domestic Violence Coalition will be holding a conference in Boston March 7th-8th to help counselors and advocates in "recognizing, assessing, and addressing" LGBQT partner abuse.


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2010 Volkswagen TiguanChange year or vehicle
Sport Utility
5 Seats
Key specs of the base trim
—Compare 4 trims
The Good
- Acceleration
- Gas mileage
- Interior quality
- Adjustable backseat legroom
- Sporty handling
The Bad
- Ride too firm for some
- Wide turning circle
- Modest cargo volume (for class)
- Prefers premium gas
- Moonroof shade doesn't block sun
- Weird name
What to Know
Compact five-seater
200-hp, turbo four-cylinder
Front- or all-wheel drive
Six-speed manual or automatic
Fold-flat front passenger seat
Standard MP3-player input
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Our Take
from the Cars.com expert editorial team
Editor's note: This review was written in July 2008 about the 2009 Volkswagen Tiguan. Little of substance has changed with this year's model. To see what's new for 2010, click here, or check out a side-by-side comparison of the two model years.
Volkswagen's new compact crossover, the Tiguan, is everything the midsize Touareg should have been but isn't: relatively light, efficient, peppy, modern and roomy. I say "relatively" because a car-based SUV is never as light and efficient as an actual car, but the unibody construction usually makes it lighter, more efficient and roomier than a truck-based SUV in the same class. Though the Touareg, released in 2004, was technically unibody, VW made the error of building it to be fully offroad capable, resulting in a handsome, beautifully appointed model with outdated features, compromised interior space and dismal gas mileage. It is one of few models I strongly dislike. The Tiguan makes no such errors, providing a more manageable size without sacrificing too much passenger space. It offers less cargo room than the Touareg and many competitors, but still more than enough to justify buying this crossover instead of a sedan.
There's one lesson VW clearly didn't learn: how to choose a model name. As if it matters, Tiguan is a contraction of tiger and iguana. This definitely evokes images, raises questions and stimulates conversation, much as the name Touareg — derived from a North African nomad...
Editor's note: This review was written in July 2008 about the 2009 Volkswagen Tiguan. Little of substance has changed with this year's model. To see what's new for 2010, click here, or check out a side-by-side comparison of the two model years.
Volkswagen's new compact crossover, the Tiguan, is everything the midsize Touareg should have been but isn't: relatively light, efficient, peppy, modern and roomy. I say "relatively" because a car-based SUV is never as light and efficient as an actual car, but the unibody construction usually makes it lighter, more efficient and roomier than a truck-based SUV in the same class. Though the Touareg, released in 2004, was technically unibody, VW made the error of building it to be fully offroad capable, resulting in a handsome, beautifully appointed model with outdated features, compromised interior space and dismal gas mileage. It is one of few models I strongly dislike. The Tiguan makes no such errors, providing a more manageable size without sacrificing too much passenger space. It offers less cargo room than the Touareg and many competitors, but still more than enough to justify buying this crossover instead of a sedan.
There's one lesson VW clearly didn't learn: how to choose a model name. As if it matters, Tiguan is a contraction of tiger and iguana. This definitely evokes images, raises questions and stimulates conversation, much as the name Touareg — derived from a North African nomadic tribe — did when it rolled out in 2004. With that established, I'll point out that there has never, ever in automotive history been a back story compelling enough to justify a crappy name.
The Tiguan comes in S, SE and SEL trim levels, with a six-speed manual transmission available on the S only, and 4Motion all-wheel drive optional on all three trims, paired with an automatic transmission. My test vehicle was an SE 4Motion.
|2009 Volkswagen SUVs Compared
|Touareg 2
|EPA-estimated mpg (city/highway)
19/26 (front-drive manual)
18/24 (AWD automatic)
|Overall length (in.)
|Width (in.)
|Height (in.)
|Turning circle (ft.)
|Minimum curb weight (lbs.)
|Passenger volume (cu. ft.)
Cargo volume
(behind backseat/backseat folded, cu. ft.)
23.8 /
31.0 /
*V-6 is most efficient Touareg model; V-8 model rates 13/18 mpg.
Source: Manufacturer
Exterior & Styling
From the front, the Tiguan is unmistakably Volkswagen. From the rear, it's mistakably anything you can imagine. VW didn't go out of its way to make the Tiguan look like an SUV, and the result is a lower-slung, wagonlike affair that's high enough to give a better view than you'd have in a car but not so high it's a challenge to get into.
The only dramatic exterior differences among the three trim levels are between the entry Tiguan S and the higher two versions. The S lacks fog lights, roof rails and chrome treatment surrounding the side windows. Up the line, the standard alloy wheels are 16, 17 and 18 inches, with the S and SE both eligible for an optional one-size upgrade.
Technically a compact SUV, the Tiguan is comparable in length to the Ford Escape and several inches shorter than the Honda CR-V, Nissan Rogue, Saturn Vue, Subaru Forester and Toyota RAV4.
Ride & Handling
On the upside, the Tiguan's handling is downright sporty, with appropriate levels of body roll and precise steering. As electric power steering goes, this one's pretty well calibrated, making parking maneuvers effortless without overassisting once you're in motion. The Tiguan begs to be driven quickly and tossed about, and thanks to its relatively low center of gravity, good roadholding and a standard electronic stability system, that's not the irresponsible act it would be in many SUVs.
The crisp dynamics definitely benefit from the Tiguan's firm ride. The occupants, sadly, do not. The one overwhelming gripe, from several drivers and passengers, is that the ride is unkind on less-than-perfect pavement. I filled the Tiguan to the brim, once with cargo and another time with Cars.com co-workers (who it turns out don't appreciate being referred to as "ballast"), and the ride was, if anything, worse under load. Note that our car had the 17-inch wheels, which are probably softer than the 18-inch wheels and their lower-series tires. Attractive though this model may be to people looking to get out of thirstier SUVs, I imagine that its shorter wheelbase and firm suspension will be a shock to drivers of larger and/or truck-based models, which as a class have evolved into reasonably soft riders, especially when carrying a full load.
Another blunder is the Tiguan's turning diameter, which at 39.4 feet is almost a foot and a half wider than the Touareg's, and full feet wider than every other compact and midsize SUV I compared it to — except the Saturn Vue, which suitably rounds up to an astronomical 40 feet.
Going & Stopping
The Tiguan's sole engine is a turbocharged 2.0-liter four-cylinder also used in the VW GTI and some Audis. It's as impressive here as it has been elsewhere, providing get-up-and-go that belies its mere 2.0 liters, and responsiveness that belies its turbo induction. Unfortunately, it prefers premium gas to hit its rated 200 horsepower and 207 pounds-feet of torque, but at least the mileage is reasonable for what you get: 19/26 mpg on the top end for the front-drive manual and 18/24 mpg for the AWD automatic. You'll get better numbers from less-expensive competitors, but not from the luxury SUVs whose performance the Tiguan emulates. It can also run on regular gas. Though a diesel Tiguan is possible, it hasn't been promised for import.
The efficiency and performance are due in part to the six-speed transmissions. This engine is in other cases teamed with the Direct Shift Gearbox automated manual, but the Tiguan's automatic is a conventional Tiptronic design. This is of no consequence to the average driver. I was pleased to find that it responds more quickly than previous generations, which have had a chronic lag problem for as long as I can remember. As automatics go, this gearbox isn't top of the heap, but it's definitely an improvement.
The drivetrain is an area where the Tiguan is well ahead of the curve. As automakers scramble to improve mileage without losing their shirts on hybrid hardware, you'll be seeing more and more direct-injection engines, turbochargers and six-speed-plus transmissions. The 4Matic all-wheel-drive technology, likewise, is plenty modern, based on decades of refinement in the form of Audi's Quattro system.
To continue the comparison, the current Touareg 2 V-6, with its recent upgrades, is quicker than the first generation, but once you get into the whole acceleration/mileage equation, the Touareg comes out a loser, even in its class.
The Inside
The one aspect of the Touareg that I won't rag on is its interior quality, which was always exceptional. OK, back to it: For its external bulk, the Touareg's interior wasn't overwhelmingly roomy. Despite its smaller exterior dimensions, the Tiguan's passenger volume is only 4 cubic feet less, at 95 cu. ft. It gives up only about an inch of front legroom — for a respectable 40.1 inches — and adds slightly more front headroom and backseat headroom and legroom. Shoulder room is down about 2 inches.
Our test SE's interior quality was a big hit. For the record, the upholstery is different in each trim level. Ours had upgraded "Urban" cloth, where the Tiguan S has "Metro" cloth. VW calls the SEL's leather "Stadt," which means city in German. (It also means they ran out of city synonyms in English.) Interiors have been critical to VW's success in charging premium prices for its models, and the Tiguan SE delivers. On top of the materials and build quality, the cabin is admirably quiet even at high speeds, and the layout is ergonomic.
Typical of VWs, front-seat height adjustment and a tilt/telescoping steering wheel are standard. The Tiguan S is all manual. The SE keeps the jack-style ratcheting height-adjustment lever and adds a powered backrest, manual lumbar adjustment and heaters to both front seats. The SEL trim level brings you full power seats and driver's position memory.
A Giant Leap in Navigation
Though it's an option, the new touch-screen navigation and entertainment system deserves high praise for its design and usability. At a time when the rest of the market had delved into touch-screens, the Touareg came along with a "soft key" interface, a row of buttons on either side of the navigation display with corresponding onscreen legends that were the pictographic equivalent of a foreign language.
The new system is better in every way, from the graphics to the menus, and VW gets bonus points for not following the other German brands (including Audi) into the maddening world of multifunction controller knobs. Success at last. The maps are higher resolution and offer real-time traffic information courtesy of Sirius Satellite Radio, which is standard on all Tiguans with a teaser subscription. Though I'd like to have more street labels, the situation has improved, and you can choose two- or three-dimensional views. I'm a fan of the rocket button, which prompts the map to zoom out gradually and then back down to where it started. It gives you a quick view of the overall traffic situation so you don't have to zoom out and in manually.
An analog aux-in jack is standard for the CD stereo, and the nav/entertainment option adds an SD memory card slot — something Infiniti has been doing with Compact Flash. These formats seem random and trendy, but a multimedia socket makes that whole issue moot, allowing you to control an MP3 player onscreen or connect a USB flash drive. There's also an onboard hard drive for storing up to 20GB of music, and you can watch a DVD when the transmission's in Park. A backup camera is included, complete with marker lines on the display that curve as you turn the steering wheel to show your trajectory, and a selectable pattern to aid parallel parking.
Backseat Versatility
If I'm going ape over the navigation feature, it's because I know that automakers get few chances to establish or update their products' viability, and a car that's introduced with outdated technology stands only to become more outdated over time. (Touareg.) To that end, any new SUV with a backseat that doesn't slide forward and back is behind the times. The Tiguan's does, and as a result there's plenty of legroom but also the ability to devote some of that space to the cargo area when needed. Manufacturers used to arbitrate the compromise between backseat and cargo space; now that's up to you. The backrests recline, and there's a flip-down center armrest.
As in the front seats, the firm support is welcome, but it doesn't do you any favors when the Tiguan does its hard-shoe routine over rough pavement. The optional panoramic moonroof, which is so large it's practically a glass roof, really makes the backseat bright and open. Unfortunately, sometimes it's too bright, because the motorized sun shade is a mesh material that doesn't block enough sunlight, not to mention noise. Why is this design proliferating? Today's enormous moonroofs pretty much demand a soft, power-retracting shade, but I can't fathom why they aren't always opaque. My only other quibble is that the A/C vents on the dash — of which there seem to be a dozen — don't angle away from you enough. If you don't want them blowing on you, you have to close them entirely.
Cargo Space
Cargo space is one area where the Tiguan falls proportionately behind the Touareg.
|Cargo Volume Compared (cu. ft.)
|Behind backseat
|Backseat folded
|VW Tiguan
|Acura RDX
|Ford Escape
|Honda CR-V
|Nissan Rogue
|Saturn Vue
|Subaru Forester
|Toyota RAV4
|Alternative Volkswagens
|VW Touareg 2 SUV
|VW Passat wagon
|VW Jetta SportWagen
*Tiguan fold-flat front passenger seat not reflected in measurement.
Source: Manufacturers
The Tiguan is also the peewee of the compact class, with a cargo volume just shy of the Saturn Vue's. More surprising (alarming?) is that its volume — behind the seat and with the backseat folded — is lesser than those of both the midsize Passat Wagon and compact Jetta SportWagen. Now, it bears mentioning that the standard front passenger seat folds flat, which mitigates the Tiguan's shorter overall length. This added space isn't reflected in the measurement comparison above.
Even when not using this feature, I found the Tiguan's cargo area extremely versatile and usable. For one thing, the backseat's flip-down armrest gives a pass-thru between the outboard seats as well as fully folding 60/40-split sides. They fold nice and flat in a single, easy step, unlike the Touareg, which was outdated when it made its debut with head restraints that had to be removed and cushions that had to be flipped forward before lowering the backrests. Also, VW solves the problem of the gap that always results where a sliding second-row seat meets the cargo floor by means of a simple panel that flips forward on either side from its nearly invisible resting place. There's some covered storage under the cargo floor, too, alongside the spare tire.
The large hatch opening and tall height really paid off when I moved some stuff across town. The height is what you don't get in a wagon. Having consecutive loans of the Tiguan and Jetta SportWagen reminded me of the relationship between the Subaru Forester and Outback, which are similarly close in cargo volume but different in shape.
To give the devil its due again, the Touareg 2's towing capacity is 7,716 pounds, even with the V-6 engine. The Tiguan's limit is 2,200 pounds — higher than the RDX, CR-V, Rogue, Vue and base RAV4. The X3, Forester and V-6 versions of the RAV4 and Vue can tow more. The amount of trailering in the real world is a small percentage of drivers, and the incidence among compact SUVs is rarer still. In the quest for a viable mass-market vehicle, sacrificing towing and offroad capacity is a no-brainer.
The Tiguan has not yet been crash-tested. Its standard safety feature list includes antilock four-wheel-disc brakes, an electronic stability system with traction control, seat belt pretensioners for all four outboard seats and head restraints for all seating positions. In addition to the required front airbags, there are side-impact torso bags for the front seats and curtains that cover the front and rear door windows. Torso airbags for the rear seats are optional.
Tiguan in the Market
As I see it, the Tiguan's main potential drawback for shoppers is its firm ride. If you can live with it, there's a lot to like here. Though modest by the numbers, the cargo space and its versatility beat sedans handily. As is often true of VWs, the Tiguan occupies an in-between zone. Its interior is nicer overall than the most affordable compacts, and a loaded SEL easily competes with the luxury models whose prices it rivals. It's clear that the best-sellers have a price advantage, but much of what's appealing about VWs is hard to quantify, and beyond the suggested retail price, you don't need a lot of options to round these models out; there are actually few offered. Even the state-of-the-art navigation/entertainment option, with all its inputs and formats and storage, is reasonably priced at $1,990.
The Tiguan's main potential drawback for owners is its unknown reliability. Closing my love letter to the Touareg requires me to cite its reliability history, which is far below average. For whatever it's worth, the Tiguan shares more with the Passat, Rabbit and Jetta than the Touareg, and these models have had better, if not always good, reliability.
|Send Joe an email
Consumer Reviews
What drivers are saying
Read reviews that mention:
DO NOT i REPEAT DO NOT BUY THIS CAR
The second VW I have owned and I should have learned from the first. I bought it used, low owners and under 100k miles and took it to the mechanic after I brought it because it didn't make the trip ... Read full review
Expensive car to maintain but fun and reliable
The Volkswagen Tiguan is very comfortable and roomy and had a great panoramic moonroof. I did not get very good gas mileage and only took premium gas which is very expensive where I am from. Beware if ... Read full review
Recalls and crash tests
The 2010 Volkswagen Tiguan currently has 2 recalls
Crash and Rollover Test Ratings
New car and certified pre-owned programs by Volkswagen
New Car Program Benefits
36 months / 36,000 miles
60 months / 60,000 miles
Roadside Assistance
36 months / 36,000 miles
Certified Pre-Owned Program Benefits
Maximum Age/Mileage
7 years/less than 72,000 or 75,000 miles (model-year specific)
Basic Warranty Terms
Model-year 2017 and older, 2 years/24,000 miles; model-year 2018 and forward, 1 year/12,000 miles; TDI models, 2 years/unlimited miles
5 years/60,000 miles
Dealer Certification Required
100-plus point inspection
Roadside Assistance


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