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Monday, March 17, 2008

Kids and Guns

The best way to keep your child or teen safe from gun injury or death, is to never have a gun in your home, especially not a handgun.


Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



Kids and Guns



How can I keep my child safe from gun injury?


  • Hide the keys to the locked firearm and ammunition storage boxes.

  • If your friends or family keep a firearm, urge them to keep it locked and unloaded.

  • Only parents should know the location of the gun storage.

  • Check with your local police for advice about safe storage and gun locks.

  • When handling or cleaning a gun, never leave it unattended, not even for a moment.

  • Teach your children never to touch guns. Make sure they know that guns can be dangerous.

  • Talk with your kids about the risk of firearm injury outside the home, in places they may visit or play.

  • Do you know which of your children's friends have guns in their homes? Your child might�and might even know where they are kept.

  • Talk with your children about guns and violence and about the differences between TV and video game violence and real life violence.

Real Shaolin Soccer !

"Crank" Sequels Shot in 3D with Matrix Bullet-Time Scenes?


"Mark Neveldine also revealed that they have built a moving bullet-time camera rig, which will see action in Crank 2, which begins shooting in six weeks."

read more | digg story

F-16 Pilot Drops Bomb on Tulsa, Accidentally


So, ok, everyone makes a mistake sometimes, but few of us have ever dropped a bomb from our fighter jet by accident, as happened late last week in Tulsa. Luckily, it was a dummy practice bomb, filled with nothing more exciting than a smoke charge, and apparently it wasn't the pilot's fault. But it did still drop right through one guy's apartment. Miraculously no one was hurt, though the unlucky guy himself is still a little amazed by it all:

It sounds fairly dubious, but it seems that shortly after take-off, one 22-pound BDU-33 dummy bomb from a group of six just "fell off" one of the F16s that was heading for a practice bombing run in Kansas. The first indication that something was amiss was apparently at the bombing range itself, where only five impacts were recorded from that aircraft.

There I was thinking that flyers were heroic, intelligent keen-eyed guys. I mean, you'd think you'd notice bombing Tulsa wouldn't you? Mind you, I've never been there.

Happy St. Patrick's Day!







Chismiillionaire's Monday deal of the week


List Price: $78.00
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Price After Rebate(s): $9.99
Shipping: FREE

Buy.com Total Price: $9.99

Diesel Street Cred: Mean and Green



The adrenal glands are working overtime. We've drawn the ticket that will make us the first person outside of Audi's own development team to drive the awesome 2008 Audi R8 TDI Le Mans Concept. As in, first person in the world.

This is the midengine diesel-powered sports car concept that drew drooling crowds at the 2008 Detroit Auto Show, where it made its international debut as the Audi R8 V12 TDI Concept.

It drew crowds again this month when its name became the Le Mans Concept for the 2008 Geneva Auto Show, where it pretended to be a different diesel sports car with a new coat of red paint covering the hide of matte silver it wore in Motown.

Now that this car has a real name, everyone is hoping that Audi is planning on series production. Company insiders won't deny it, but they're not very encouraging, either. The 6.0-liter, 60-degree V12 diesel is a little longer than the R8's 4.2-liter V8 gasoline engine, and it's still too big for this car's engine bay. This issue is being worked on, but there's also talk of using Audi's 4.2-liter V8 diesel.

Big Tease
Opportunity didn't live up to anticipation, as our first drive turned out to be an epic tease.

This two-seater is a hand-built concept, you see. The only one in the universe, Audi assures us. To protect it there were limits — lots of them.

The drive took place Friday morning on a long-abandoned landing strip, a roughly 500-yard stretch of cracked and pebble-strewn runway in central Florida just on the other side of the racing circuit where the Audi R10 diesel was trying to win the 12 Hours of Sebring.

There were no twisties to challenge the Quattro all-wheel-drive system, no elevations to test the V12 diesel's pulling power. Instead we had just flat concrete that had been a training strip for Boeing B-17 bombers some 62 years ago but now had grass growing up through the cracks.

We couldn't even use the flat straightaway for what the motoring gods would surely have wanted us to attempt. "Please try not to drive at more than 35 or 40 mph," project manager Uwe Haller asked.

Don't Ding It
Haller had spent the foggy, early-morning hours walking the strip and picking up rocks and nails. "Lots of them," he said with a wince. But there were more out there and Heller didn't want speeding wheels to kick up anything that would damage the paint, or the undercarriage, or the polycarbonate (and not street-legal) windshield and see-through roof panels.

For the same reasons, no full-power launches and no spinning tires — no attempts to see if all that torque could overpower the traction control. In fact, all that torque had been dialed back for the inaugural test-drive session to just 443 pound-feet, only 60 percent of the V12 engine's capability.

And by the way, we got the car for a mere 30 minutes, and part of that time was devoured by a forced halt when a vent tube started dribbling diesel fuel into the forward corner of the engine bay (just behind the driver seat) because a safety cap had not been properly installed. Ah, the joys of putting a concept to work!

Better Than Naught
Still, we did get to drive, an opportunity not afforded many. And while we wanted more than Audi was able to give, what we got was a good taste for how impressive this car could be with the shackles unbound.

We settled into the R8 TDI's surprisingly spacious and comfortable cabin at 9 a.m. sharp in front of a small audience of cud-chewing beef cattle while the roar of cars practicing for the Sebring endurance race provided background music.

The car doesn't start with a key, but instead with a double poke of the metallic-red start button mounted on the right-hand spoke of the elliptical, racing-style, flat-bottomed steering wheel with its magnesium rim and leather wrapping. The first poke turns on the electronics, the second starts the engine and a third shuts it all down.

Behind the Wheel
The button is surrounded by a rotating "Drive Select" switch that lets the driver choose from three suspension and engine management modes: Dynamic for everyday driving; Sport for a firmer ride and quicker response; and Race for, well, racing (as much as 186 mph in the right circumstances, Audi promises).

Light off the engine in any mode and your ears are treated to the whirr of the starter, a quick rumble as the cylinders fire and then a subdued diesel clatter as the high-pressure diesel injectors pump away, blasting fuel into the cylinders at up to 26,000 psi.

Hit the gas and the tach hits the 5,000-rpm redline in a blink. Even without flooring it, 1st gear in this car with just 60 percent of the torque available feels like compound low in a Mack truck.

No Room to Run
We got enough speed on a couple of runs — 60 mph before Haller, our co-pilot and official minder, apologetically suggested it was time to back off — to move the six-speed manual through the beefy polished-aluminum shift gates all the way to 4th. Had we been able to paste the pedal to the floor, we could have used up all the pavement with just one upshift.

We also discovered that there's enough torque to launch quite pleasantly in 3rd gear, which would come in handy for those who get tired of stirring a manual on crowded freeways (no dual-clutch automated manual for this diesel, as the torque would overpower the transmission gears).

But back to the drive. There wasn't enough of it to provide a solid feel for the car, but we walked away hoping Audi does launch a production R8 diesel. And with the V12, please.

The brief sampling we got showed us a well-mannered but powerful sports car that does Audi, and diesel, proud.

The Le Mans concept is quite a bit heavier than the standard R8, weighing in at almost 2 tons versus 3,439 pounds for the gasser. The V12 diesel and its plumbing add 220 pounds to the R8's weight, while hefty solid-aluminum side-scoop panels and ground-effects trim that probably wouldn't make it to production anyway add 220 pounds more.

Whassa Matter? No Clatter
Turn on the R8 TDI's engine and you know you've got a diesel back there, but it is amazingly civilized given that after squeezing the V12 into the engine bay, there was no room to provide any acoustic insulation. There's minimal diesel clatter, so the R8 V12 TDI sounds more like a family sedan than a brawny, race-bred sports car.

Haller admits to being a little disappointed. Audi engineers tried unsuccessfully to tune the engine and exhaust for a more muscular note — like the rumbling burble that slides from the pipes of the standard V8-powered R8. "Even the racecar is very quiet," he says. "It's just the character" of the state-of-the-art diesel engine.

That engine is a twin-turbo, intercooled, 5,934cc 60-degree V12, no wider than the gasoline-sucking 4.2.-liter V8 in the standard car but 6.5 inches longer and (more important) almost that much taller. A relatively mild compression ratio (for a diesel) of 16.0:1, a sophisticated fuel-injection strategy to reduce knock and low-friction roller cam followers all help reduce noise. Exhaust plumbing includes particulate filters and 6 gallons of urea to knock down diesel particulate emissions so the car meets the strictest U.S., California and European standards.

Shoehorn Situation
It all makes for a tight fit. Haller's team had to reconfigure the R8's aluminum space frame and add a slight bubble to the engine bay's glass cover to accommodate the big diesel. The major issue is the deep oil sump that's required.

Nobody at Audi will admit that the company is planning to do a production model of the car, V8 or V12, but Haller did acknowledge that engineers are still working on development of a dry-sump oil system for the V12 just in case. This would enable the engine to sit lower in the R8's engine bay, improving its fit and lowering the car's center of gravity.

Right now, the engine is topped by a pair of carbon-fiber ducts that bring cold air to the dual turbochargers via the NACA duct on the car's roof, and it sits so high that it obscures most of the view from the rearview mirror. To compensate, Audi added a rear camera that displays on the R8's in-dash navigation and information screen.

Introspection
Other unique interior touches include a metallic-red tachometer dial, loads of carbon-fiber and polished aluminum trim, well-bolstered racing seats wrapped in black leather with red trim, and woven (!) leather floor mats.

The Le Mans Concept features carbon-ceramic brake rotors with six-piston calipers (monobloc in front and fixed calipers in the rear). At the auto shows the car wore custom 20-inch wheels, but for our drive Audi fitted the conventional R8 19-inch wheels with 235/35ZR19 front and 295/30ZR19 rear Pirelli PZero tires.

To let the driver monitor how well the car is dancing in this footwear, the R8 TDI's dash display also graphically illustrates lateral and fore-and-aft G-forces as the car accelerates, brakes and turns.

Bring It On
The numbers never got impressive during our brief flirtation, but the extra weight should help pin all the potential power of the 2008 Audi R8 TDI to the pavement, allowing it to handle as well at its gasoline-burning sibling.

And despite the weight and impressive power numbers, diesel's inherent efficiency gives the car between 22 and 25 mpg, per Audi's internal estimates — something its gasoline-powered rivals cannot boast.

Looks, performance, fuel efficiency and clean emissions — what's the argument for not bringing it to market?

Making Solar Cheaper


Making solar cheaper: Dye-sensitized solar cells, which are cheaper than silicon cells, consist of dye-coated titanium dioxide nanoparticles immersed in an electrolyte solution, which is sandwiched between glass plates. A new combination of electrolyte and dye promises to make these solar cells even cheaper and more robust. Key to the innovation is an organic dye molecule.
Credit: Alex Agrios, Northwestern University

Cheap and easy-to-make dye-sensitized solar cells are still in the early stages of commercial production. Meanwhile, their inventor, Michael Gratzel, is working on more advanced versions of them. In a paper published in the online edition of Angewandte Chemie, Gratzel, a chemistry professor at the École Polytechnique Fédérale de Lausanne in Switzerland, presents a version of dye-sensitized cells that could be more robust and even cheaper to make than current versions.

Dye-sensitized solar cells consist of titanium oxide nanocrystals that are coated with light-absorbing dye molecules and immersed in an electrolyte solution, which is sandwiched between two glass plates or embedded in plastic. Light striking the dye frees electrons and creates "holes"--the areas of positive charge that result when electrons are lost. The semiconducting titanium dioxide particles collect the electrons and transfer them to an external circuit, producing an electric current.

These solar cells are cheaper to make than conventional silicon photovoltaic panels. In principle, they could be used to make power-generating windows and building facades, and they could even be incorporated into clothing. (See "Window Power" and "Solar Cells for Cheap.") A Lowell, MA-based company called Konarka is manufacturing dye-sensitized solar cells in a limited quantity. But the technology still has room for improvement.

In existing versions of the solar cells, the electrolyte solution uses organic solvents. When the solar cells reach high temperatures, the solvent can evaporate and start to leak out. Researchers are now looking at a type of material that may make a better electrolyte: ionic liquids, which are currently used as industrial solvents. These liquids do not evaporate at solar-cell operating temperatures. "Ionic liquids are less volatile and more robust," says Bruce Parkinson, a chemistry professor at Colorado State University.

New dyes are also being investigated. In commercial cells, the dyes are made of the precious metal ruthenium. But researchers have recently started to consider organic molecules as an alternative. "Organic dyes will become important because they can be cheaply made," Gratzel says. In the long run, they might also be more abundant than ruthenium.

Sunday, March 16, 2008

Pontiac G8 GXP to offer Corvette Power for well under 40 Grand


Prior to its official debut at the 2008 New York Auto Show, Pontiac is trumpeting its new 2009 G8 GXP sedan as the brand's performance flagship this fall.

For the 2009 model year, the G8 gets a version of the Corvette's 6.2-liter LS3 V8 engine, with a choice of the standard Hydra-Matic 6L80 six-speed automatic or optional Tremec TR6060 six-speed manual gearbox. A limited-slip differential comes standard with both transmissions.

The Corvette offers the LS3 in two stages of tune: a base version rated at 430 horsepower and 424 pound-feet of torque or a slightly hotter variant that makes 436 hp and 428 lb-ft. But the 2009 G8 GXP will make only 402 hp and 402 lb-ft.

The current G8 comes in two flavors. The base 2008 model gets a 256-hp 3.6-liter V6 and is priced from $27,595. The uplevel G8 GT features a 361-hp 6.0-liter V8 and lists for $29,995.

Pontiac has not priced the 2009 G8 GXP, which goes on sale this fall, but one Pontiac official told us that he expects it to come in "just under $40,000."

The car is projected to accelerate from zero to 60 mph in about 4.7 seconds, with a quarter-mile time of 13.0 seconds. The GXP will ride on 245/40R19 performance tires and 19-inch polished aluminum wheels. Brembo brakes are part of the package.

To differentiate the top-of-the-line GXP from its garden-variety G8 siblings, Pontiac has crafted a new front fascia with a lower splitter, as well as a new rear diffuser. The cabin is trimmed in satin and chrome, with leather seats, steering wheel and shift lever and alloy pedals.

What this means to you: 400 horsepower for $40K? Not a bad deal if you're looking for a decent-sized sport sedan with an optional manual. — Paul Lienert, Correspondent

US receives Margin Call

The U.S. is at the receiving end of a massive margin call: Across the economy, wary lenders are demanding that borrowers put up more collateral or sell assets to reduce debts.

[One-two punch]

The unfolding financial crisis -- one that began with bad bets on securities backed by subprime mortgages, then sparked a tightening of credit between big banks -- appears to be broadening further. For years, the U.S. economy has been borrowing from cash-rich lenders from Asia to the Middle East. American firms and households have enjoyed readily available credit at easy terms, even for risky bets. No longer.

Recent days' cascade of bad news, culminating in yesterday's bailout of Bear Stearns Cos., is accelerating the erosion of trust in the longevity of some brand-name U.S. financial institutions. The growing crisis of confidence now extends to the credit-worthiness of borrowers across the spectrum -- touching American homeowners, who are seeing the value of their bedrock asset decline, and raising questions about the capacity of the Federal Reserve and U.S. government to rapidly repair the problems.

Global investors are pulling money from the U.S., steepening the decline of the U.S. dollar and sending it below 100 yen for the first time in a dozen years. Against a trade-weighted basket of major currencies, the dollar has fallen 14.3% over the past year, according to the Federal Reserve. Yesterday it hit another record low against the euro, falling 2.1% this week to close at 1.567 dollars per euro.

Lenders and investors are pushing up the interest rates they demand from financial institutions seen as solid just a few months ago, or demanding that they sell assets and come up with cash. Banks and Wall Street firms are so wary about each other that they're pulling back. Financial markets, anticipating that the Fed will cut rates sharply on Tuesday to try to limit the depth of a possible recession, are questioning the central bank's commitment or ability to keep inflation from accelerating.

There are other symptoms of declining confidence. Gold, the ultimate inflation hedge, is flirting with $1,000 an ounce. Standard & Poor's Ratings Services, a unit of McGraw-Hill Cos., predicted Thursday that large financial institutions still need to write down $135 billion in subprime-related securities, on top of $150 billion in previous write-downs. Ordinary Americans are worried: Only 20% think the country is generally headed in the right direction, nearly as low as at any time in the Bush presidency, according to the latest Wall Street Journal/NBC News poll.

"Clearly, the whole world is focused on the financial crisis and the U.S. is really the epicenter of the tension," says Carlos Asilis, chief investment officer at Glovista Investments, an advisory firm based in New Jersey. "As a result, we're seeing capital flow out of the U.S."

That is a troubling prospect for a savings-short, debt-heavy economy that relies on $2 billion a day from abroad to finance investment. It is raising the specter of the long-feared crash in the dollar that could further rattle financial markets and boost U.S. interest rates.

Offsetting the Pain

Though the risks of an unpleasant outcome are worrisome, the effects of Fed interest-rate cuts and fiscal stimulus have yet to be fully felt by the U.S. economy. Moreover, the combination of a weakening dollar -- which remains the world's favorite currency -- and still-growing economies overseas is boosting U.S. exports and offsetting some of the pain of the housing bust and credit crunch.

But while cash continues to pour into the U.S. from abroad, this flow has been slowing. In 2007, foreigners' net acquisition of long-term bonds and stocks in the U.S. was $596 billion, down from $722 billion in 2006, according to Treasury Department data. Americans, meanwhile, are investing more of their own money abroad.

Hopes are fading fast that the U.S. economy was suffering from a thirst for liquidity that standard Fed remedies could quench. Former Treasury Secretary Lawrence Summers, speaking in Washington yesterday, said he sees "an increasing risk that the principal policy tool on which we have relied -- the Federal Reserve lending to banks in one form or another" -- is like "fighting a virus with antibiotics."

Bob Eisenbeis, a former executive vice president of the Federal Reserve Bank of Atlanta, says the problem is more than an inability to find ready buyers for assets. "It is time to step back and recognize that the current situation isn't a liquidity issue and hasn't been for some time now," said Mr. Eisenbeis, the chief monetary economist for Cumberland Advisers. "Rather, there is uncertainty about the underlying quality of assets -- which is a solvency issue, driven by a breakdown in highly leveraged positions."

President Bush, speaking in New York and in a television interview yesterday, showed little appetite for further action. Detailing the steps the administration has already taken, the president in a speech knocked a couple of pending proposals. "Government policy," he said, "is like a person trying to drive a car on a rough patch. If you ever get stuck in a situation like that, you know full well it's important not to overcorrect -- because when you overcorrect you end up in the ditch."

But few in markets and elsewhere are convinced that the worst is over for the U.S., as each player moves to protect its own interests against potential calamities seen as improbable just a few months ago. Bear Stearns reassured investors earlier this week that it was solvent, but speculation that Bear faced a liquidity crunch had some traders and hedge funds moving to limit their exposure to it. Yesterday, J.P. Morgan Chase & Co. and the Federal Reserve Bank of New York offered emergency funds to keep the troubled investment bank afloat.

The loss of confidence is now spreading beyond the biggest banks, with their well-publicized losses on subprime and other risky assets, to regional and small banks. In the fourth quarter, U.S. banks reported their smallest net income -- a total of $5.8 billion -- in 16 years, according to the Federal Deposit Insurance Corp.

Friday, March 14, 2008

Splendid View of Space Shuttle Endeavour, Kibo, and Dextre!

Its as thick as three credit cards...

Maybe I shouldn't buy my new TV just yet?

Chismillionaire's Weekend Movie Openings and pick of the week.



Chismillionaire's pick this week is for Doomsday( A bit of Mad Max meets 28 Days Later) with Horton hears a Who a close second-

Doomsday has more to offer- pandemic viruses, drugs and anarchy for Blasster, punk chicks with dyed mohawks in leather, facial tattoos and piercings with axes ands swords for the Pig Roaster, and for Chismillionaire, Bentley Continental GT speeds and Rhona Mitra in a lead role -who first captured Chismillionaire's eye in 2000's
Get Carter.



Horton Hears a Who

Based on the classic children's book by Dr. Seuss, an elephant named Horton (Jim Carrey) hears a cry for help, except the sound comes from a speck of dust that idly flies by his massive ear. Determined to save whoever or whatever is contained in that dust mote, Horton is ostracized from his community, because they think the big guy has lost his mind.

Doomsday

In the future, the aggressive Reaper virus has wiped out most of the Earth's population, and the only way authorities can think to contain it is to wall off infected areas. The plan works for a while, until the virus reappears in noninfected areas years later. That's when a team of specialists led by Eden Sinclair (Rhona Mitra) are forced to drive into the infected areas and figure out a cure before humanity is totally eliminated from the planet.

Never Back Down - for the Gen Y's

Jake Tyler (Sean Faris) is just a kid desperate to fit in. After moving with his family to Orlando, FL, Jake has a tough time making friends, but he goes to a party after being invited by one of his hot classmates (Amber Heard). He's challenged to a fight at the shindig and is swiftly beat down by a bully (Cam Gigandet). Completely humiliated, Jake is then introduced into the world of mixed-martial-arts fighting, where a tough teacher (Djimon Hounsou) takes him under his wing.

How not to ride a Harley Davidson

http://www.totallycrap.com/videos/videos_how_not_to_ride_a_harley_davidson/

9 of the World's Craziest Fences

A Space Divided. The World’s Craziest Fences

by: Shane Wednesday, March 12th, 2008

As a runner I get to see things in slow motion. I don’t pass by them at 65 miles an hour but at a nice slow pace. One of the things I’ve noticed as I run by some properties out in the country is that they will make anything into a fence. Anything. I thought the ones I saw were pretty unique until I started stumbled across these beauties on the interweb.

bikefence.jpg

Ever wondered where all those bike frames locked to the poles without their tires end up? Now you know.

bowlingballfence.jpg

Have you ever seen a bowling ball in the garbage? Me neither, I guess it’s because they make great fences

skifence2.jpg

You have to admit it, it makes the perfect fence

surfboardfence.jpg

This wouldn’t have quite the same effect in Maine as it does here in Hawaii.

brafence.jpg

This is my kind of fence. It might be the only fence in the group I would help build

crazyfence1.jpg

This looks like a cross between a town hit by a tornado and a scene from ET. I bet the neighbors love this one.

fenceoffences.jpg

A fence made of gates. A for originality. F for having to guess which one works

graffitifence.jpg

I’m sure you can figure out what happened here. A jigsaw puzzle fence

artilleryfencelaos.jpg

Laos is the most bombed country in the history of the world. So why not make lemonaide out of lemons. This fence is made of artillery shells and is one fence I’m going I will certainly not try and jump.

Does 2020 35mpg CAFE standards mean the end of muscle cars?

With 35-mpg average economy mandated for 2020, is it "last-call" for today's overcaffeinated muscle machines?

By Frank Markus
Art By Nigel Buchanan

We are witnessing the end of an era. Even as the new Challenger and Camaro prepare for launch, they'll take flight like the last of the dodos. These large, heavy, big-cube, high-horse musclecars as we know and lust after them are unlikely to be replaced by similar vehicles. That's because the life cycle of their replacements will extend to or beyond 2020, the year by which the Energy Bill of 2007 mandates that the overall fleet average fuel economy for cars and light trucks must tally 35 mpg. Tens of thousands of 15-mpg playthings just won't be part of that plan. Already we've seen GM cancel its replacement for the Northstar V-8 and Ford de-emphasizing V-8s in all its future product discussions. But will the party be over? Let's have a hard look at the legislation and its likely impact on one of our favorite market segments.

The first thing that strikes one upon digging into the legalese of the Energy Bill is that it includes almost no specifics. There's the goal of 35 mpg-for cars and for trucks-in 2020, but exactly how we get from here to there is left to the secretary of energy to determine. The combined fleet average is expected to ratchet up in yearly one-mpg increments from today's 25 starting in 2011. Apportioning that average among the fleets falls to the National Highway Transportation Safety Administration, which must use "1 or more vehicle attributes related to fuel economy" to subdivide the cars and light trucks into different classifications. Then, based on manufacturer forecasts of sales in each class, different fuel-economy targets will be assigned to each class to achieve the overall fleet average. Overachievers will still earn credits that can be traded across classes or carried forward or backward. As of this writing, there's no deadline for these details to be presented, but all the manufacturers we consulted expect the "fuel-economy related attribute" to be vehicle footprint (wheelbase times track width).

Such a system will mean that, depending on the size of a manufacturer's vehicles, the CAFE it'll have to meet may be well above (Suzuki) or below (Rolls Royce) the target economy for a given year. This might inspire designers to jam wheels farther out to the corners of a vehicle to maximize its footprint and thereby lower its target fuel economy, but if such visual jiggerypokery throws the sales volumes off and torpedoes the fleet average, CAFE noncompliance fines might be imposed. What happens if demand shifts and the fleet average target is missed, even though every car hits its own target? Nobody knows for sure.

Another open issue: How will plug-ins, full electric vehicles, and fuel cells be counted? Heavily incentivizing these popular alternative-fuel vehicles could prove a politically expedient way of achieving 35 mpg without forcing too many voters out of their beloved tow-vehicles and musclecars.

To find out just what sorts of "replacements for displacement" might power the next-generation musclecars, we contacted the go-fast gurus at the Detroit Three, BMW, and Mercedes-Benz AMG. All were adamant on one point: Performance cannot be sacrificed as it was in the 1970s and 1980s. Corvette chief engineer Tom Wallace echoes everyone else's sentiments: "What matters is pounds per horsepower. Horsepower is technology and displacement. If you can take mass out, you can take horsepower out. If you can take horsepower out, you can take displacement out and improve fuel economy." Lowering mass improves every sporting aspect of a car, so this is excellent news for Mustangs, Camaros, and Chargers, which can afford to shrink a bit. Further reducing mass from cars like the Corvette, however, will require exotic, expensive materials. And, unfortunately, many other efficiency technologies like gasoline direct injection, cylinder-shutoff, variable intake and valvetrain systems, and active aerodynamic aids add weight.

Crossloop

I have been researching many different Remote Desktop Sharing Tools available. I found this one to be very interesting, as it is free. Primarily I am a big fan of Log Me In Tech Console, and their other products, but this another free alternative solution.

remote control support

Many businesses benefit from remote support software which enables IT departments and computer support companies to resolve computer issues. For businesses that are big enough to have a central server, this can be achieved easily with little expenditure using software like VNC or Remote Desktop. Smaller businesses typically need to purchase software like Log Me In or Go To Assist. That was until CrossLoop came on the scene.



Here are some interesting articles on the product:

http://www.terinea.co.uk/blog/free-remote-support-software/

Remotely Control Somebody's Desktop the Easy Way


and the webpage CROSSLOOP

Formula 1 tracks with Google Maps

With F1 getting back in the saddle this weekend down under in Melbourne, here is a great link to check out the tracks from a new perspective.

Chismillionaire's favorite is the Grand Brix of Belgium's Spa-Francorchamp.

GOOGLE SKY

This is just fantastic!!!

go to HTTP://WWW.GOOGLE.COM/SKY

here is a little info I found:

About Google Sky

Traveling to the stars has never been easier

To help you explore the far reaches of our universe, we have teamed up with astronomers at some of the largest observatories in the world to bring you a new view of the sky. Using Google Maps this tool provides an exciting way to browse and explore the universe. You can find the positions of the planets and constellations on the sky and even watching the birth of distant galaxies as seen by the Hubble Space Telescope.

We are particularly excited about the ability to view the universe at different wavelengths, to see how it would look if our eyes worked in the x-rays or infrared. As you explore these new layers, play with the transparency to blend between the different wavelengths and see how different parts of the universe light up at different wavelengths

If you are interested in what's happening on the sky tonight or over the next few months then check out the podcasts from Earth and Sky or search for the position of your favorite planet.

Van Damme Art Day

Happy Van Damme Friday!!!
It is amazing what someone can do with a pencil!!

Thursday, March 13, 2008

Google Office in Zurich


This is just amazing!!


Seeing such offices makes you wish you were working for Google. They have everything a person needs in there and even more. They have massage chairs, slides, pool tables and other games, private cabins and much more. These photos are from Google office in Zurich.

click here

New York Governor Eliot Spitzer "Call-Girl"

4100 dollar Call Girl Ashley Alexandra Dupre


Meet "Kristen," the high-priced hooker who trysted with Eliot "Client-9" Spitzer last month at that Washington, D.C. hotel. The 22-year-old prostitute's real name is Ashley Alexandra Dupre (though she was born Ashley Youmans), according to a New York Times report. On the following pages you'll find an assortment of photos of the young prostitute that were previously uploaded to a music web site, a talent agency's site, and her MySpace page, which describes Kristen/Ashley as an aspiring musician who left home at 17 and has been in New York City since 2004

This is “Kristen,” a.k.a the alleged call girl New York Governor Eliot Spitzer allegedly paid $4,100 dollars to bang for one hour.

Ladies in the army



Many More Pics Here

F-35 Joint Strike Fighter Sticker shock! Costs to hit $ 1 Trillion

Jet Fighter Costs to Hit $1 Trillion


Tuesday March 11, 6:44 pm ET

By Richard Lardner, Associated Press Writer




WASHINGTON (AP) -- The cost of buying and operating a new fleet of jet fighters for the U.S. military is nearing $1 trillion, according to a congressional audit that found the program dogged by delays, manufacturing inefficiencies and price increases.


Released Tuesday, the report from the Government Accountability Office offers a sobering assessment of the ambitious effort to deliver a modern series of aircraft known as the F-35 Lightning II to the Navy, Air Force and Marine Corps.

Tasked by Congress to conduct an annual assessment of the program, the GAO said costs have gone up by $23 billion since last year alone.

Close to $300 billion is needed to acquire 2,458 aircraft for the three services and another $650 billion will be needed to operate and maintain the fighters that are expected to be flying well into the 21st century, the report says.

Operating costs, projected at $346 billion just a few years ago, have been driven upward by changes in repair plans, revised costs for depot maintenance, higher fuel costs and increased fuel consumption.

The GAO's auditors said they expect development and procurement costs "to increase substantially and schedule pressures to worsen based on performance to date."

Lockheed Martin Aeronautics Co. of Fort Worth, Texas, is the prime contractor for the Lightning II, also known as the Joint Strike Fighter.

The GAO, the investigative arm of Congress, also sees many of the problems as self-inflicted.

"The contractor has extended manufacturing schedules several times, but test aircraft delivery dates continue to slip," the report states. "The flight test program has barely begun, but faces substantial risks with reduced assets as design and manufacturing problems continue to cause delays that further compress the time available to complete development."

Auditors criticized both the military and the contractor for pressing into the jet's development's phase before key technologies were mature, started manufacturing test aircraft before designs were stable, and moved to production before flight tests showed the aircraft was ready.

"We do not know the basis for the GAO estimates and until we receive and analyze their data we will be unable to comment on them," Lockheed spokesman John Smith said in an e-mailed statement.

Smith, however, said the company has been careful stewards of U.S. tax dollars by trimming costs wherever possible.

"We continue to apply the same kind of oversight, budget alignment and lean thinking to the program," he said.

Production of the Lightning II has begun and the Defense Department is scheduled to buy the aircraft through 2034. U.S. allies are also buying hundreds of the jets and are contributing $4.8 billion in development costs.

The Lightning II is being produced in several different models tailored to the needs of each service. The new jet will replace the Air Forces F-16 Falcon and the A-10 Warthog aircraft. A short takeoff and vertical landing version will replace the Marine Corps F/A-18C/D and AV-8B Harrier aircraft. And the Navy is buying a model designed for taking off and landing on aircraft carriers.