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Talk:Octane rating
WikiProject Chemistry | (Rated C-class, Low-importance) | ||||||||||||||||
- 1 wtfspeak
- 2 Octane
- 3 Recommended Octane
- 4 Change powerful from link to ordinary word
- 5 Ethanol under Knock resistance
- 6 Maximum power vs. maximum torque
- 7 Examples of octane ratings
- 8 Octane question
- 9 "Energy released per air fuel ratio"?
- 10 Fuel octane's effect on pollutants emitted
- 11 Detonation vs. autoignition
- 12 Definition of knock
- 13 Effects of octane rating
- 14 Octane rating of hydrogen
- 15 Effects of octane rating
- 16 Usage in Russia
- 17 Where was that gas station picture taken?
- 18 Star system
- 19 Has anyone considered the effect of increased ignition advance?
- 20 RON vs. AKI
- 21 How about higher?
- 22 Octane Index and Relevance to RON/MON tests
- 23 Since when was octane a gas??
- 24 Octane numbers greater than 100
- 25 Hydrogen MON
- 26 Petrol V. Gasoline
This article is written in what I call 'wtfspeak'; to get anything out of it, you need to have some preexisting techincal knowledge. I think it needs to be dumbified for those of us who lack that knowledge. As is, I have no idea what the author is talking about or how it applies to consumers. —Preceding unsigned comment added by 22.214.171.124 (talk • contribs) 18:25, 30 July 2008
- You have a point to the extent that the introduction didn't explain why a normal person would care about octane rating. I have added a sentence which says that high-performance engines need high octane fuels, and that it's got to do with their compression ratio. I have also removed a sentence which effectively duplicates other information and uses some jargon, and I have added the comment (which is buried lower in the article) that higher-octane fuel does not generally help for low-performance engines, as well as some info on how it is defined and tested. For most people, this is all they really need to know. If you have some time and energy to help, read WP:MTAA, and make suggestions or even WP:Be bold and edit the article yourself (but then also be willing to accept that not all your edits will stick!) Especially be careful of "dumbing down" the article, as that is explicitly not recommended by the "MTAA" guideline.
- I hope this helps, let us know what you don't understand; maybe we can make some more improvements. --Slashme (talk) 07:02, 31 July 2008 (UTC)
says that methamphetamynes are good for the environment"
what !?? "methamphetamynes" I don't think so ? and who is
- Thank you for your suggestion! When you feel an article needs improvement, please feel free to make those changes. Wikipedia is a wiki, so anyone can edit almost any article by simply following the Edit this page link at the top. You don't even need to log in (although there are many reasons why you might want to). The Wikipedia community encourages you to be bold in updating pages. Don't worry too much about making honest mistakes — they're likely to be found and corrected quickly. If you're not sure how editing works, check out how to edit a page, or use the sandbox to try out your editing skills. New contributors are always welcome.
I have removed the following sentance from the end of the paragraph.
"A higher octane will burn faster and allow the auto to run more clean."
This is simply not true. It depends on the chemical composition of the fuel. Flame front propagation speeds are not goverened by octane.
I'm taking this out! This is so wrong. "However, premium grades of petrol often contain more energy per litre due to the composition of the fuel as well as increased octane." This is what people tell themselves to rationalize getting premium fuel when they don't really need it. High octane fuel actually has fewer BTU compared to low octane fuel; thus LESS ENERGY. —Preceding unsigned comment added by 184.108.40.206 (talk) 03:13, 27 September 2007 (UTC)
Octane refers to Gasoline ONLY. So the statement that Octane refers to a fuel is in error. Krontach (talk) 08:14, 22 May 2011 (UTC)
Gasoline energy content varies from about 110k BTU to 125k BTU. Adding ethanol, which is mandated, does lower this. Ethanol at 10% lowers mileage by about 2 to 2.5 mpg. Krontach (talk) 08:49, 22 May 2011 (UTC)
Recommended Octane[edit]
Is the assertion that recommended octane making "a huge difference" adequately supported by the Dinan article? The article is about one test with one model of BMW, one time. It wasn't peer-reviewed or stablished for other cars, other models, or even shown repeatable. -- Mikeblas 16:49, 4 January 2006 (UTC)
- 11 HP over 280 is about 4%. This is "NOT" huge. This is minor.
- Furthermore - the only way you can see this is that the engine can produce slightly more torque at a given RPM. The velocity of the car at a given engine RPM is fixed. This is a function of the gear ratio of the transmission and the rear end. Since this is the case, at any given RPM and consequently velocity of the vehical - there is nothing that suggests that the torque the engine _can_ produce is even needed. IE - the additional "power" the additional octane may confer may not be required.
- This can be seen by looking at the lower RPM portions of the curve. In order to conduct this test the amount of power the engine is asked to produce at a given RPM can be scaled back from the maximum then the fuel consumption at this lower power setting can be compared between the various fuels. The cited white paper does not do this.
- The differences in octane between fuels makes little difference in an engine which is performing at below its maximum power for the following simple reasons. In order for the engine at a given RPM to produce less than its maximum horsepower, the engine must be choked. The choking is accomplished by restricting the air flow to the engine (usually by a manifold restriction such as the butterfly value in the intake manifold). Given the amount of air restriction and resultant intake manifold vacuum, the fuel mixture is then optimized for these conditions. Choking the engine by reducing the air flow is exactly the same as reducing the final compression ratio. Another way of looking at this is that the average gasoline engine at idle is experiencing air pressures akin to the top of Mount Everest.
- To measure an engine's performance at maxium compression ratio when it is normally performing at far less than this limit - and possibly at only 1/3 to 1/2 in fact - leads to a totally incorrect conclusion.
- Terrell Larson 6 January 2006
- A modest suggestion: Seems to me that what this page needs is a definitive statement on whether there are any real benefits - in an engine that accepts both - to using higher-octane fuel. As I understand it, there isn't.
- But UK fuel companies are apparently very keen to foster the belief that 98 octane petrol is more powerful, cleaner, and in every way a superior product to 95, and the higher cost is just the price one pays for all this extra wonderfulness.
- As far as I'm aware, as long as your engine compression ratio is below the autoignition point of 95 octane fuel, you should receive no advantage at all from 98. Is this the case? If so, this information really deserves to be propagated, because at present many people fork out the extra money - which may be considerable over time - in the firm belief that their engines and their driving will benefit. Those who pocket the price difference, all the way up the line, will be in no hurry to disillusion them.
- Indeed, the choice of names for 98-octane fuel, which usually contain superlatives like Ultra- or Super-, reinforce the idea that a fuel that is basically just harder to light is better in every way: after all, 98 is more than 95, isn't it?
- Is anyone qualified to confirm this one way or the other? Cdavis999 21:04, 1 March 2007 (UTC)
- This page is a good summary of the above: http://www.petrolprices.com/about-fuel.html Paraphrased (talk) 22:59, 19 May 2010 (UTC)
In an engine that has active knock control (ignition is advanced or retarded depending on knock sensor feedback) and is knock-limited at full load (the ignition timing cannot be advanced due to knock), an engine can produce more torque with the same amount of fuel due to a increase in the combustion efficiency. Once the ignition timing is advanced to it's optimal point, there are no more thermodynamic benefits to advancing ignition timing. But almost all production engines run very retarded ignition timings at full load due to knock limitations, so an advance is almost always possible. Thus, in an engine with active knock control, a higher octane fuel will lead to increased torque at a given engine speed than if it had lower octane fuel.184.108.40.206 (talk) 21:41, 23 August 2010 (UTC)Dan
"The differences in octane between fuels makes little difference in an engine which is performing at below its maximum power for the following simple reasons. In order for the engine at a given RPM to produce less than its maximum horsepower, the engine must be choked."
This is misleading because of the terminology. The term "choked" does not apply here. Choking implies restricting all air. You mean to "throttle" an engine with a "throttle valve". This implies that you add a restriction upstream such that the air pressure after the restriction is lower than ambient.
"Choking the engine by reducing the air flow is exactly the same as reducing the final compression ratio."
No. The geometric compression ratio is calculated by comparing the chamber volume at BDC to the chamber volume at TDC. This doesn't change. You still compress the air (even at a vacuum) at this ratio. You do not change the effective compression ratio this way. This is completely incorrect. One can change the effective expansion ratio or compression ratio with various valve timing techniques, but not with throttling.
"Another way of looking at this is that the average gasoline engine at idle is experiencing air pressures akin to the top of Mount Everest."
But that volume of air (with whatever density you assume) is still being compressed at the compression ratio. That's why it's presented as a ratio, so it can be normalized with whatever pressure you have to start the cycle with.
"To measure an engine's performance at maxium compression ratio when it is normally performing at far less than this limit - and possibly at only 1/3 to 1/2 in fact - leads to a totally incorrect conclusion."
I can't understand what this means.188.8.131.52 (talk) 21:51, 23 August 2010 (UTC)Dan
Change powerful from link to ordinary word[edit]
The article contains this passage:
- It might seem odd that fuels with higher octane ratings burn less easily, yet are popularly thought of as more powerful.
The word powerful was a link to the disambiguation page Power, which lists many possible meanings of 'power'. Since this sentence is describing the way the public misunderstand the meaning of 'powerful', I believe a precise definiton of power would only be a distraction in this context.
I came across this issue while I was disambiguating the Power page. Gerry Ashton 04:57, 26 May 2006 (UTC)
- Disambiguation link repair - You can help!
- In the absence of any objection, I have de-linked as described above. Gerry Ashton 13:58, 31 May 2006 (UTC)
The idea that higher octane is more powerful is supported by all race engines using very high octanes (typically 110).Dac8 (talk) 13:12, 12 December 2011 (UTC)
Ethanol under Knock resistance[edit]
This seems to be a pro-ethanol plug that somebody just decided to place there. It just seems really alone...but that may just be bias talking. — Lunarbunny 20:10, 6 August 2006 (UTC) The idea that higher octane is more powerful is supported by all race cars and boats using around 110 octane. — Preceding unsigned comment added by Dac8 (talk • contribs) 13:03, 12 December 2011 (UTC)
Maximum power vs. maximum torque[edit]
"On a typical high-rev'ving motorcycle engine, for example, the maximum power occurs at a point where the movements of the intake and exhaust valves are timed in such a way to maximize the compression loading of the cylinder"
I believe this is where the maximum torque occurs. The maximum torque always occurs at the rpm where the maximum engine efficiency occurs. And it sounds like this is the point they are talking about. Does anyone have any ideas, or a reference to where the maximum power information came from?
- Not necessarily. Motorcycle engines tend to be very primitive. Maximum power occurs at a specific rpm and is determined by the torque multiplied by the rpm. But torque is determined by a number of factors which change. Chief among these is volumetric efficiency which is measured as BMEP (Brake Mean Effective Pressure).
- The efficiency of cylinder filling (BMEP), engine friction loss, and the ability of the engine to revolve at a certain speed determines instantaneous power, which is nearly irrelevant to driving performance. Variable valve timing is now being used to maximize engine performance over a wider range of rpms by varying the torque producing characteristics of the engine to better suit the rpm.
- Aside from issues of volumetric efficiency, torque is almost exactly a measurement of engine size. In engine design though, a larger piston is harder to move and will disintegrate at a lower rpm than a smaller piston. So engine cylinder numbers, rpm, bmep, and friction all provide limits to power output. In modern engines, power output is almost directly related to the amount of fuel burned. Note that engines typically have a specific rpm range where specific fuel consumption is the lowest for a given output. This is usually not in the same rpm range as the highest power output. So engines setup for high power are inefficient. Variable valve timing helps to compensate somewhat for this.
- Higher loading of the piston, by definition, also means more friction loss through the rings. The Miller cycle design of the toyota prius engine is designed to lower friction to a minimum, but is very inefficient. The Prius is no more efficient than conventional engines that are simply sized correctly for the load.
- Motorcycle engines, due to their emphasis on high performance, also won't tolerate lower octane fuels unless they have modern fuel injection. They are also very high polluting. The worst polluting engines in use today are the Day and Clerk cycle engines used in motorcycles. But Harley-Davidson V-Twins are massive polluters due to their primitive hot running designs. Krontach (talk) 09:11, 22 May 2011 (UTC)
--Alex 188.8.131.52 15:55, 14 October 2006 (UTC)
In the article the Btu value of gasoline is compared to other fuels. A question is asked regarding the volume assumed in the comparison; the text states a value of 19,000 Btu for gasoline, but does not specify a volume (in other words, is this per gallon, per liter, or what?)
Various websites indicate gasoline is rated somewhere between 125,000 and 114,000 Btu / gallon
So the article's mention of 19,000 Btu for gasoline does not refer to a gallon volume. I wonder what they were referring to?
184.108.40.206 21:28, 27 March 2007 (UTC) Rich Flynn
The article is very misleading here and as someone else has hinted could be read as a shameless plug for ethanol motor fuel. The 19,000 BTU figure is approximately correct for a pound of gasoline and is how the specific heat of combustion of fuels is measured in the industry, i.e. in BTU/lb. The figure for the ethanol is obviously not for a pound of ethanol but for it's optimal fuel ratio, given the same size of air charge as used for the gasoline, so I figure it's for 12.5/6.5lbs, i.e. ~1.9lbs of ethanol. Macdonaldinho 08:17, 11 April 2007 (UTC)
Examples of octane ratings[edit]
I have removed the statement "Note: The octane rating of cyclohexane significantly varies form source to source. See for example [3]" since it is wrong and the reference given has no relevant info to confirm the observation. Cyclohexane is a pure chemical and has the same octane no matter its source; what can vary, like many other blending agents but dramatically for cyclohexane, is its actual octane contribution... depending on the mix of chemicals to which it's being added.
Also note that the "table" which is supposed to appear in this section is misplaced and actually appears later in the article, currently globbed together with the "specific energy" table. It appears to have moved in the past few days so maybe the author responsible can take care of that. Scunnerous 04:45, 14 April 2007 (UTC)
Octane question[edit]
Removed the question: [Can someone please determine the correct unit for this measurement? Does the gasoline release 19,000 BTU per cycle, per gallon, or what. It is tough to determine whether ethanol is actually being proven to be a better fuel in this article]. It should be in the discussion, not in the article.
- Gasoline, developed first in 1908 by the United States Navy, has undergone decades of improvement. Originally you had to go to your local apothecary with your hygrometer and measure the specific density of your fuel to make sure it would run in your engine. The first filling station was built in Detroit in 1910 after the Navy created the specification for gasoline.
- By 1912 all the known reserves of crude oil from which gasoline could be made were known to be running out. Charles F. Kettering of Dayton Engineering Laboratories (Delco) was given the task of finding a way to boost the compression ratio of Otto engines. At that time 6 to 1 was about all that an engine could run at prior to destruction. Kettering put two of his assistants to work studying Kerosene (which had NEVER been able to be used as a motor fuel). His belief was that the reason engines blew up using kerosene was that the fuel did not burn totally and was continuing to burn in the exhaust causing a melt down, broken rods, pistons, valves, guides, etc. etc.
- What was found instead was Pre-Ignition. Ethanol is much less likely to pre-ignite. But it has less heat energy. Ethanol is bio-degradable, carbon neutral. From the standpoint of whether humans will poison themselves to death with soot, CO, CO2, NOS, H2S etc. etc. Ethanol is preferable to preserve life on the planet. Otherwise gasoline is a better fuel for high power and to preserve the petroleum monopolies that keep us all permanently indebted to heat our uninsulated homes and to drive our inefficient vehicles.
"Energy released per air fuel ratio"?[edit]
Energy cannot be released per air fuel ratio!
- energy per kg of fuel (values mentioned by factor 10 too low!)
- energy per kg of air (most propable case for these values)
- I agree, this doesn't make much sense to me...The energy_density article shows ethanol having a much lower energy density than gasoline (30 and 46, respectively), so I'd like to know how these figures are calculated. While I agree that due to running a richer mixture "the net energy released per cycle is higher", this doesn't translate to an increased net energy of ethanol. Mattjm 22:16, 15 November 2007 (UTC)
Fuel octane's effect on pollutants emitted[edit]
I was wondering whether higher or lower octane fuels emit more pollants as a result of combustion (and why). If you have any idea please let me know. 220.127.116.11 17:23, 5 July 2007 (UTC)
- I can't see why it would make a difference with the possible exception of when the engine is actually knocking, but even then... —Ben FrantzDale (talk) 00:36, 18 April 2008 (UTC)
Detonation vs. autoignition[edit]
I just raised this complaint on gasoline and figured I'd check if it came from here. This article repeated uses the terms "detonation" and "autoignition" interchangeably, which is incorrect. Detonation is not the correct term. A detonation is a premixed flame wave structure which is self-sustaining through the coupling of a shock front and subsequent heat release. There is no wave structure in knock. I think the correct term is autoignition, referring to the phenomenon of a fuel/air premixture which self-ignites due to high ambient temperatures and pressures, and should be made to be consistent throughout the article. Unless someone else wants to argue that point, I'll make the change in a week or so. Thermodude 16:52, 10 July 2007 (UTC)
- detonation is actually the correct term. it is easy to prove as well, an engine running on fuel such as methanol can be made to auto ignite very easily without knocking. "knock" is quite audible and can be detected with a microphone type pick up while pre ignition or auto ignition makes nearly no sound at all. it is mealy a dull "thud" if it can be heard. the knocking sound is the result of the fuel exploding rather than burning. this happens well after combustion has started, during the period where the pressures and temperatures are highest. its a bit like comparing gunpowder to high explosives, normal burning vs knocking. indeed there are many fuels with high octane ratings that have extremely poor resistance to auto ignition, methyl ethyl ketone is one fine example. one reason i think the two are grouped together is that they often accompany each other. an engine that starts to knock can over heat the spark plug and start to preignite. this has killed countless methanol engines. i intend to edit this article to be accurate but will not until i have better data. —Preceding unsigned comment added by 18.104.22.168 (talk) 02:07, 14 December 2009 (UTC)
- Haven't found the shift key on the keyboard yet, have we, archyl?—QuicksilverT @ 03:55, 24 September 2010 (UTC)
Definition of knock[edit]
I was reading this article as a n00b and the term 'knock' doesn't mean anything to me. Can anyone create a stub and link it? Jddriessen (talk) 13:34, 29 January 2008 (UTC)
- The article already exists, and is rather more than a stub. :-) Indeed, it's already linked to in the introduction. Angus Lepper(T, C, D) 14:56, 29 January 2008 (UTC)
Effects of octane rating[edit]
The sentence "It might seem odd that fuels with higher octane ratings explode less easily and are therefore more powerful." was simply incorrect, so I changed it to read "It might seem odd that fuels with higher octane ratings explode less easily and can therefore be used in more powerful engines."
The whole section needs a re-write, however. It's disjointed and confusing. --Slashme (talk) 07:29, 31 July 2008 (UTC)
Octane rating of hydrogen[edit]
Maybe this article will have a good reference to the octane rating of pure hydrogen as fuel. Does someone here have access to it? --Slashme (talk) 07:34, 31 July 2008 (UTC)
- I don't have the specifics on Hydrogen but I can tell you it requires that ignition timing be AFTER TDC due to it's burning so fast. I don't believe Hydrogen will ever be a viable fuel due to the necessity to compress it to about 10,000 psi to get a decent range out of it. Krontach (talk) 09:28, 22 May 2011 (UTC)
Effects of octane rating[edit]
The entire premise of this article is just wrong wrong WRONG... Octane is the measurement of combustion speed at a given pressure and temperature, yet the article repeatedly speaks of the fuel's resistance to pre-ignition, which is just nonsense. This article needs a complete rewrite with verifiable sources. Shreditor (talk) 05:19, 17 August 2008 (UTC)
- This book disagrees with you: They say that "... knocking tendency depends on the autoignition temperature, ignition lag and flame speed of the air-fuel mixture..." --Slashme (talk) 13:36, 4 September 2008 (UTC)
- I don't think the book disagrees with me. I think the terms used in engineering parlance in that book are being improperly used in the article. For example, auto-ignition is different from pre-ignition. Auto-ignition temperature is the temperature needed to ignite the fuel at a given pressure. Pre-ignition is a mechanic's term, defined as the fuel igniting before the spark plug fires. Auto-ignition temperature is definitely a factor in detonation, and it is a factor in pre-ignition. However, pre-ignition does not necessarily cause detonation, or vice versa. Whoever wrote this article got their words mixed up and it turned out very confusing. I'm going to start making some changes. See what you think. Shreditor (talk) 04:13, 5 September 2008 (UTC)
- Sorry, I didn't express myself clearly enough. When you say "Octane is the measurement of combustion speed at a given pressure and temperature" (I assume you mean "the octane rating of a fuel is ...") that disagrees with what the book says. The octane rating is defined by the knocking tendency of the fuel, which is dependent on more factors than just the flame speed. --Slashme (talk) 05:42, 5 September 2008 (UTC)
- I've taken a look at your edit, and it's very good. I've just done some copy-editing on the prose here and there. One thing that you took out was the comparison with the cetane number. I presume it's because it was just wrong, but can you possibly write a better version? I think it's a natural comparison to make in this article. --Slashme (talk) 06:08, 5 September 2008 (UTC)
- I am not an engineer, nor a chemist. I am a mechanic and I see it from that perspective. As I have understood it from the textbooks I have read, the speed of combustion is the main factor in detonation. If the fuel starts burning too fast, the pressure rises rapidly and the remaining fuel explodes due to shock compression. I could be oversimplifying here. These matters are rarely as simple as one factor causing one effect. If you or someone else can make better sense of the engineering speak and explain it in layman's terms, it would help out the article a lot.
- Now, as I understand it, octane rating and cetane rating are not really related. Octane rating measures the fuel's tendency to combust supersonically (explode; detonate). Cetane rating has to do with the fuel's ignition temperature. That is why I removed that section from this article. Shreditor (talk) 18:56, 6 September 2008 (UTC)
its hard to generalize anything about this subject as its just so complex. i think the whole article should be rewritten myself. its my understanding that rate of burning has an influence on tendency to knock but there is no real correlation that can be measured. a good example is that adding TEL to some fuels dose not change the speed at which it burns but greatly inhibits knock. alcohols tend to resist knock and burn slower but many compounds that burn fast are quite knock free. cetane and octane ratings are quite different too, many fuels have a high octane # but also a high cetane # while others don't. —Preceding unsigned comment added by 18.104.22.168 (talk) 02:19, 14 December 2009 (UTC)
Usage in Russia[edit]
"In Russia and CIS countries 80 RON (76 MON) is the minimum available, the standard is 92 RON, however, the most used type is 95 RON."
I dare say this is incorrect. Most people actually use 92, particularly so outside Moscow; 95 is generally considered above average. 98 is also available here and there, but is very rarely used. -- int19h (talk) 20:24, 30 November 2008 (UTC)
Where was that gas station picture taken?[edit]
I'm kind of an anthro-dork, and I found it really interesting. I've been all over the US and have never seen anything like that.
Sit booboo sit (talk) 11:06, 6 December 2008 (UTC)
- Hmmm... There has been a recent discussion about this photograph on the Wikimedia Commons. One people thinks this photograph is photoshopped. I completely agree with him: the labels "Plus" are roughly made and added, so is also at least one of labels at the bottom of the image. -- Basilus (talk) 15:16, 2 March 2010 (UTC)
I've seen int the USA at a full service home heating oil comapny's gas station have gasoline in 5 different octanes. Then a diferent fullservice station, a Sunoco, have 4 different octanes, 87, 89, 91, and 93(or 92?). 220.127.116.11 (talk) 00:21, 7 November 2011 (UTC)
Star system[edit]
Prior to the switch to unleaded there was afaict a star system used to rate the knock resistance of petrol in the UK. Afaict all grades except four star gradually dissapeared (and four star was eventually replaced by LRP) as unleaded (which wasn't rated on the star system) came in. Anyone got any further information on this system. Plugwash (talk) 22:15, 22 December 2008 (UTC)
Under this system one star was the lowest grade, 2 star was 92 octane, 3 star 95 octane, 4 star 98 octane and 5 star 101 octane. — Preceding unsigned comment added by 18.104.22.168 (talk) 01:41, 4 August 2011 (UTC)
- Actually as I remember it, it was: 5-Star = 100 octane, 4-Star = 98 octane, 3-Star = 93 octane, 2-Star = 87 octane, but your figures may be correct. The 5-Star rating was the motor equivalent of avgas and was only used in high-performance cars with high compression-ratio engines, such as Jaguars, etc. It was also used for racing engines.
- During the Second World War the country's petrol stocks for motor vehicles were pooled (combined and amalgamated into one grade) and was of a fairly low octane and was known as 'pool petrol' ('motor spirit'). The best was reserved for avgas ('aviation spirit') of 100 octane, although a higher rating blend of 150 octane was used for fighters later in the war. All the fuel used had to be brought in by ship. — Preceding unsigned comment added by 184.108.40.206 (talk) 19:48, 26 September 2011 (UTC)
- The "Star System" was detailed in BS4040 "Specification for leaded petrol (gasoline) for motor vehicles", introduced in the 1960s as a replacement for informal bandings of "Best" or "Super" (99-101 RON); "Premium" (96-98 RON); "Mixture" (95 RON, from mixing Premium and Regular); "Standard" or "Regular" (89-91 RON). I believe the octane ratings were a (seldom encountered) 1-Star (89 RON); 2-Star (92 RON); 3-Star (95 RON); 4-Star (98 RON); 5-Star (101 RON) Somersetlevels (talk) 14:00, 28 April 2013 (UTC)
Has anyone considered the effect of increased ignition advance?[edit]
Most modern engines use a knock sensor to control ignition advance. Using a higher-than-necessary octane fuel will allow the engine to use a more aggressive ignition advance than if the minimum octane fuel were used. Therefore, using a higher octane fuel can increase power, especially at high engine speeds at high throttle. Is this correct?
On the other hand, use of an increased ignition advance will probably increase total wear on engine parts - since the combustion will be started earlier, the average amount of downward force on the piston will be greater during end of the compression stroke. Does this increased friction overwhelm the benefit of increased ignition advance (assuming a normal compression ratio which does not require high octane)? —Preceding unsigned comment added by 220.127.116.11 (talk) 13:08, 20 March 2009 (UTC)
- I don't think your logic is correct. There is a sweet spot for ignition timing, and advancing it more than the engine was designed for isn't going to produce more power. The idea behind ignition advance is to give the fuel time to burn so the cylinder pressure goes as high as it's going to go right as the piston passes top-dead-center. This produces maximum power. For cars that feature a knock sensor which causes the computer to retard the timing, this is only a safety feature designed to keep detonation from damaging the engine. The only way to produce more power with a given engine displacement is to increase the compression ratio or add forced induction, or increase the maximum RPM. Any of these modifications may require a higher octane fuel to prevent detonation, but using high octane fuel without any modifications is not going to increase power. Shreditor (talk) 06:04, 30 March 2009 (UTC)
This is incorrect on several points. Yes, there is a sweet spot for ignition timing called "maximum timing for best torque" (MBT). But the idea behind ignition advance is not to place peak cylinder pressure at TDC. The optimal location of peak pressure is somewhere around 12 deg aTDC for most engines...roughly. It is absolutely true that most engines have active knock control which retards or advances timing as necessary dependant on knock sensor feedback. Most engines at full load (WOT) have a heavily retarded ignition timing, much later than optimal. So, with active knock control an engine will run more advanced relative to the very retarded WOT timing with higher octane fuel. This increases combustion efficiency and thus increases torque at any specific engine speed that the ignition is knock-limited. So, effectively speaking, yes, a higher octane fuel can increase the specific power output of an engine (or prevents it from being derated with a lower octane fuel). This is especially true for our European brethren, who can often be found driving turbocharged vehicles, which are often knock-limited at full load conditions. The action of retarding timing by the knock control is indeed a "safety feature", but that safety is at the expense of combustion efficiency. So preventing that loss of efficiency effectively allows one to run higher output. If you run more advanced timing closer to optimal (MBT) timing the engine produces higher temperatures in-cylinder during combustion. Higher in-cylinder combustion temperatures lead to increased thermodynamic efficiency. This is a thermodynamic principle.18.104.22.168 (talk) 21:26, 23 August 2010 (UTC)Dan
RON vs. AKI[edit]
This article explains the difference between the "Researched octane number" and the "Anti-knock index" at least three times at different places. IMHO one time is sufficient for one aritcle! axpdeHello! 17:07, 31 May 2009 (UTC)
P.S.: I just redid the definiton section and added an own section just for explaining the difference. All other occurances should be redundant now and can be safely deleted! axpdeHello! 17:28, 31 May 2009 (UTC)
Does the table contain RON or AKI values?[edit]
I just merged the text from Difference between RON and AKI into the table (in section Examples of octane ratings). It seemed to me the values referred to MON, but then I noticed that the text before the table says "the following table ... gives the 'AKI' ratings." I'm not sure if we can trust that sentence. It has been changed in February 2008 without any justification [1]. I am now deleting this sentence, which has become obsolete since the new table contains a column for each. I assume that all existing values were in fact MON values, and I am keeping them in the MON column. But because the change has been around for one and a half years, I am not sure if my assumption is correct. In particular, there is a risk that values that may have been added after the sentence changed are in fact AKI values. — Sebastian 18:45, 13 July 2009 (UTC)
I should add that the statement "Most of these ratings are given as 'AKI' ratings", which has been there prior to the edit I cite above, was itself added without any justification[2]. — Sebastian 21:24, 13 July 2009 (UTC)
How about higher?[edit]
The article said that lower octane that engine require will lower performance and efficiencies. How about higher? —Preceding unsigned comment added by Kelvin1704 (talk • contribs) 09:48, 5 June 2010 (UTC)
'Octane/Altitude/Combustion Coefficient ''''' I am trying to find an octane/altitude/ combustion coefficient relative to petrol powered electrical generators in order to establish what percentage mixture of European '95 & '98 RON fuels would compensate for reduction in air density. If a petrol generator designed to run on '95 runs on pure '98 there is a risk of knocking but would the appropriate percentage mixture give better performance without risk of dammage to the motor?—Preceding unsigned comment added by 220.127.116.11 (talk) 13:39, 28 October 2010 (UTC)
Why would altitude have any impact on knock behaviour of an engine. James 220.127.116.11 (talk) 22:40, 4 July 2011 (UTC)
Octane Index and Relevance to RON/MON tests[edit]
I think it's very important to outline octane index (OI) here. It's a key parameter in describing knock in S.I. engines. A higher RON doesn't automatically mean better resistance to knock at all. It's quite possible to have a RON 100 fuel knock well before a RON 95 fuel.
The actual performance of a fuel in on-the-road terms of knocking performance is the OI which is determined as follows. OI = RON - KS, where S is the fuel sensitivity (RON - MON) and K is a weighting factor dependant on each engine and operating condition. When the RON MON tests were conceived in the 30s carburettor engines required far higher intake temperatures than we see today. As compression ratios and intake pressures have increased and intake temperatures have decreased, the value of K has gone from 1.0 to values < 0 in the most modern engines. With negative K values for modern engines it is clear to see that a higher RON can be worse for modern engines with GDI and FI technologies.
Please see the SAE paper "The Shift in Relevance of Fuel RON and MON to Knock Onset in Modern SI Engines Over the Last 70 Years" for more details. — Preceding unsigned comment added by Gtconway (talk • contribs) 13:42, 29 June 2011 (UTC)
Since when was octane a gas??[edit]
With a stated boiling point of 125 C then surely octane is a liquid and NOT a gas as the opening sentence says...
Could I also suggest that editors refer to "Internal Combustion Engine Fundamentals" by Heywood. There is a whole chapter on knock and this page could certainly use some input from there. James 18.104.22.168 (talk) 22:38, 4 July 2011 (UTC) Why is there only speculation and amateur short term test results?Dac8 (talk) 13:17, 12 December 2011 (UTC)
Octane numbers greater than 100[edit]
According to the definition, the octane number is the percentage of iso-octane in a mixture with n-heptane. How are octane numbers greater than 100 defined? — Preceding unsigned comment added by Thalb2000 (talk • contribs) 10:39, 21 December 2011 (UTC)
- Well I am not expert, but here goes. 100% iso-octane has an octane number of 100, but the scale is not really about the iso-octane content but performance that is like isooctane. Some other fuels are even better than iso-octane in terms of resisting pre-ignition. Apparently toluene is one such species. So if you load up with toluene, you get better performance. --Smokefoot (talk) 11:35, 21 December 2011 (UTC)
Hydrogen MON[edit]
Why this section was removed?
- Hydrogen does not fit well into the normal definitions of octane number. It has a very high RON and a low MON,[16] so that it has low knock resistance in practice,[17] due to its low ignition energy (primarily due to its low dissociation energy) and extremely high flame speed. These traits are highly desirable in rocket engines, but undesirable in Otto-cycle engines. However, as a minor blending component (e.g. in a bi-fuel vehicle), hydrogen raises overall knock resistance. Flame speed is limited by the rest of the component species; hydrogen may reduce knock because of its high thermal conductivity — Preceding unsigned comment added by 184.108.40.206 (talk) 16:13, 18 June 2012 (UTC)
Petrol V. Gasoline[edit]
This is not the UK version of Wiki is it? Take out all the "petrol" jargon and save it for the .uk site. — Preceding unsigned comment added by 22.214.171.124 (talk) 01:55, 21 October 2014 (UTC)


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A blizzard warning goes into effect for our area this evening. The University will close at 3 p.m. today and will be closed all day on Tuesday, Jan. 27. Classes starting at 2:30 p.m. or later today will not meet. All day and evening classes tomorrow are canceled. An updated advisory on the status of classes and operations for Wednesday will be posted Tuesday evening. During the time that the University is closed, the Commons will maintain regular hours for residential dining services and the Sports Center will be open for use by residential students only. snow closing guide
All Hartt Community Division activities after 2 p.m. today and all day tomorrow are canceled.
Abrahms Hall 105
PhD University of Iowa | MA San Jose State University | BA San Jose State University
Roger Desmond grew up in Los Gatos, California and earned his bachelor's and master's degrees in an interdisciplinary communication studies program at San Jose State University. He was awarded a Ph.D. in Communication Research at The University of Iowa, with a combined emphasis in psychology and psycholinguistics. At University of Hartford, he teaches courses in Media and Society, Processes and Effects of Media, Introduction to Communication, Communication Research Methods and a variety of journalism courses and is the faculty liaison to the Washington Semester program for the School of Communication. He is also the faculty advisor to the student weekly newspaper, The Informer. Much of Professor Desmond's research, published in journals and book chapters in communication and psychology, has focused on children and the media. As a visiting research fellow in psychology at Yale University he worked with Jerome and Dorothy Singer on a longitudinal study of children to determine how patterns of family talk mediated the effects of television. Later, he was awarded a fellowship at The Annenberg School of Communication at The University of Pennsylvania, where his project focused on how to increase media literacy among inner-city elementary school students, and received research grants from The Annenberg Foundation and The U.S. Environmental Protection Agency. Recently, Dr. Desmond was awarded a fellowship from the American Society of Newspaper Editors, where he trained in Washington, D.C. and served in summer as a full-time reporter for the Connecticut Post in Bridgeport, CT, writing features and metro news articles. Professor Desmond has done consulting for two public television programs for children ("Mundo Real" and "The New Voice"), and held a one-year position at Eric Marder Associates in New York where he worked with C.B.S. soap operas "Guiding Light" and "As The World Turns." He is the current Internship Coordinator for the School of Communication.


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Do you have anything to add to this page? Have we made any mistakes... or do you ahve any additional information about Chariots Of Fur? If so, we would love to hear from you. Please send us a quick note with your additions or corrections to this page, and we will make the corrections as soon as possible!
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Chariots Of Fur
by Dave KochThis page has been viewed 41 times this month, and 2443 times total.
Warner Bros., Chuck Jones Film Productions
Chuck Jones
Chuck Jones, Linda Jones Clough, Stephen Fossatti
Chuck Jones, Stephen Fossati, Stan Freberg, Don Arioli
Julie Anne Lau
George Daugherty, Cameron Patrick
- 1994
- Warner Bros., Chuck Jones Film Productions
- Warner Bros.
- Looney Tunes Theatrical Cartoon Series
- Cartoon Characters: Road Runner, Wile E. Coyote, Giant Rat.
- Directed By Chuck Jones.
- Produced By Chuck Jones, Linda Jones Clough.
Associate Producer: Stephen Fossatti (as Stephen A. Fossati). - Animated By Claude Raynes, Duane Gretsky, Ralph E. Newman, Bill Snelgrove, Margaret Tredaux, Irene Arkin, Mike Polwani, Gavin Dell.
Assistant Animation: Susan Goldberg, M. E. Perez, Tom Mozzacco, Jamison Jones, Miriam Studebake.
Effects Animation: Joe Studebaker. - Written By Chuck Jones, Stephen Fossati (uncredited), Stan Freberg (uncredited).
Story Editor: Don Arioli. - Edited By Julie Anne Lau.
Additional Crew:
- Art Director: Maurice Noble.
- Backgrounds: Jill Petrilak.
- Sound Design: Bob Wenner.
- Camera: Ted Bemiller.
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Cartoon Summary:
Boulevardius Burnupius, Dogius Ignoramii. Coyote uses bird seed to distract the Road Runner while he sneaks up behind him for the catch. Tries using a giant... (more)
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Chariots of Fur
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Not the greatest Road Runner cartoon ever, but as Chuck Jones' final statement on the RR/C conflict, you could do far worse. Echoes of other RR cartoons abound, as when the Coyote kicks away the unworkable cactus costume in a manner similar to the way... (read more)
1 of 7 people found this comment useful


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Winnipeg Free Press - PRINT EDITION
Just political gimmickry? Doesn't matter right now
Liberal Leader Justin Trudeau is often accused of being unfamiliar with political tradition. Wednesday's remarkable, unexpected decision to release all Liberal senators to sit as independents will do little to dispel that theory.
Without warning, Trudeau jettisoned 32 Liberal senators from his caucus, freeing them to sit as independents, whether they wanted to or not. And many definitely did not want to go.
Confusion reigned in the Senate, with some former Liberal senators asserting they still were and would continue to be loyal to the party that appointed them.
Trudeau was resolute, however, that an independent, appointed Senate would best serve Canadians. As such, he decided to forgoe the typical trial balloons and take action to back up his theory about how to fix the Senate.
Is this some sort of strategic gimmick, as Trudeau's critics asserted, or is it a brave, bold move to move the debate over the Senate forward in a more constructive way, as Liberals claim?
It's important to note Trudeau is not the first person to float the idea of an independently appointed Senate. The theory is that, freed from the choke collar of party discipline, senators would be free to ruminate, debate and vote on federal legislation without fear or favour. An independent Senate, proponents argue, would allow it to fulfil its principal mandate, which is to be a chamber of sober second thought that holds any majority in the House of Commons to account.
However, it's not clear an independent Senate is even possible. With no tradition of independence in the Senate to fall back on, and partisanship still so pervasive on Parliament Hill, it may simply be too much to ask of our federal political system.
And that's not the only reason Trudeau's Senate proposal is problematic.
Although caucus composition is a matter dictated by the party's constitution, Trudeau acted unilaterally and, some will argue, without the authority of his caucus and party membership. This demonstration of raw, unmitigated power runs contrary to Trudeau's stated goal of enhancing democracy.
Missing, as well, from Trudeau's plan are details about exactly how an independent Senate would be appointed. Who would sit in judgment of potential senators? Would citizens apply for the job or, like the Nobel Prize, would they have to be nominated? Would the premiers get any say in the matter?
Notwithstanding the impractical or missing details of Trudeau's Senate policy, this is still fascinating stuff, if only for the fact that, once again, Trudeau has thrown out the old playbook and introduced an entirely new tack.
This is a pretty serious blow to the long-standing culture of political patronage in this country. It was hard to imagine any party divorcing itself from its senators, because so many of the people who sustain the party machinery are exactly the people who expect Senate appointments. Trudeau is biting the hand that feeds him, a gesture that is fraught with peril.
This is not the first time Trudeau has taken stands that contradict or betray standard political strategy.
This tendency was first revealed when, last summer, Trudeau suddenly suggested marijuana should be legalized. Although his party has been pro-legalization for some time, no Liberal leader had dared translate that into a campaign or government policy. Tradition suggested this was an issue to avoid; Trudeau dove right in.
The NDP yawned at Trudeau's gall. The Tories, adopting the tone of 1960s public health films, portrayed Trudeau as a dangerous, pro-drug demon. But citizens reacted much more positively.
Even with all the unanswered questions, Trudeau created a compelling story that earned substantial public interest. Trudeau left an impression a good many people estranged from federal politics had, for a moment if nothing else, turned their attention to a federal politician.
Whether this is political gimmickry or bona fide policy is really not the point. At least not yet. Should Trudeau find himself leading a government, there will be several moments of reckoning where we'll see if these unusual, sudden policies become law.
For now, we should be happy we're seeing more and more contrast between the style and, on some points, substance of the three main political parties and their leaders.
Love his policies or hate him for his melodramatic proclivities, Trudeau has shown once again he is not married to the old methods. At a time when so few people are interested in politics, that alone is a promising sign.
Trudeau's move a stunt? Or a genuine step toward senate reform? Join the conversation in the comments below.
Republished from the Winnipeg Free Press print edition January 30, 2014 A4
Updated on Thursday, January 30, 2014 at 6:58 AM CST: Adds photo, adds question for discussion
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Coming out, loud and proud: Meet the people who say sex is an alien concept
While David Jay's teenage friends seemed to think of little else, the good-looking, dark-haired young man from St Louis was too ashamed to admit that he found even the idea of sex a turn-off.
While David Jay's teenage friends seemed to think of little else, the good-looking, dark-haired young man from St Louis was too ashamed to admit that he found even the idea of sex a turn-off.
He had a girlfriend but their first attempts at "making out" left him cold and he never allowed his relationship to develop physically. "It was more intimate in a lot of ways. We hugged each other a lot," he recalls. Today Mr Jay is one of a growing community of asexuals who are finding their voice.
According to a new study, their numbers could be approaching those of declared gay men and lesbians, and they are demanding that the world recognises their orientation in the same way. A T-shirt for sale on Mr Jay's burgeoning website, Asexual Visibility and Education (Aven), puts their case: "Asexuality: It's not just for amoebas anymore."
The sex-free cyber community he has fostered has risen in number to 1,200 and is becoming increasingly self- confident. A recent posting from Jeremy Adams is typical. "I just wanted to inform you all that I will no longer be using the name Xenius13 on this site. I've decided to use my real name because if anyone knows me comes to this site I want them to know it's me." The proclamation is greeted with respect. "That takes guts for sure my friend," remarks one anonymous contributor.
But Mr Jay believes that coming out is the way forward and that asexuals could become a significant political force, much in the same way that the gay and lesbian movement took off in the 1970s.
"It's interesting because we're in the shadow of the gay rights movement, so it's a very different process now because we have things to draw on. There is also a culture that is ready to accept sexual variation much more readily than it was before," he told New Scientist.
Evidence comes from Dr Anthony Bogaert, a psychologist at Brock University in St Catherine's, Canada, who has just published the first study on the prevalence of asexuality. Drawing on a 1994 survey of 18,000 adults in the UK, he found 1 per cent said they had never felt sexually attracted to anyone. Double that number have never had sex. The figure was not far behind the 3 per cent who reported feeling same-sex attraction.
But the true number of asexuals may be far higher. According to Nicole Prause, a PhD student at Indiana University in Bloomington, who questioned asexuals over the internet, many are having sex even though they don't want to. Crucially she says, her work dispels the myth that asexuality is some kind of illness, treatable by modern medicine. "People are using it as their sexual orientation," she said.
This view is supported by Elizabeth Abbott, Dean of Women at Trinity College, University of Toronto and author of A History of Celibacy. "The asexual can be somebody's husband or wife. They may have to hide themselves because we are in a highly sexed society," she said. "Imagine someone who doesn't even want it and who isn't having a problem if they're not getting it. There's not really anyone for them to talk to."
But declarations of asexuality are not without controversy. For some, the desire to have sex is considered a basic characteristic of life. Fundamentalist Christians have even accused asexuals of being non-human. A magazine published for the National Religious Vocation Conference in the United States stated: "Asexual people do not exist. Sexuality is a gift from God and thus a fundamental part of our human identity."
Research into asexuality has until now centred on the animal kingdom. Studies carried out in the 1980s demonstrated that up to 12 per cent of males in rat and gerbil populations are not interested in females. These "duds" are categorised in the scientific literature as asexual.
In a study of sheep about 10 per cent of young, sexually mature rams put in a pen with ewes showed no interest in mating. Those rams were then placed in a pen beside either two males or two females and tested for sexual interest.
Between 5 per cent and 7 per cent showed their gay colours by displaying signs of attraction towards other rams. But 2 per cent to 3 per cent displayed no interest towards either males or females. Among self-proclaimed human asexuals, there is wide variety of experience. Some admit to being capable of being aroused, while many have extremely low libidos. But they all find the physical act of sex completely alien.
Kate Goldfield,a 20-year-old college student from Maine, said: "It's almost as foreign to me as someone saying 'You know when you're 18 we're going to take you on a space shuttle and we're going to go to Mars'." Pete, a high school student who is in a non-sexual relationship with a girl said: "I get the arousal but when it happens it gets annoying because to me there is really no purpose to it."
Another, a 17-year-old girl from Worcester, Massachusetts, who declined to give her name, recalls trying to find a definition which best described her sexuality in the dictionary. She confided in her journal: "What am I? Like I said before, I'm not anything: not anything there's a word for at least... If there were a word for what I'm starting to think I am it wouldn't - unlike the word homosexual, heterosexual, bisexual, transsexual - have the word sex in it. I'm something different."
What is an asexual?
There are no strict criteria for categorising someone as asexual. At its simplest, and in biology, asexuals are those who have absolutely no interest in sex with either males or females. Brian, an asexual navy veteran from Virginia, in the US, explains it like this: "The place where we draw the line is the desire to interact sexually with other people."
But according to the website for the Asexual Visibility and Education Network (www.asexuality.org) this underestimates the complexity of sexual experience. "Like all sexual orientations, asexuality is a concept that individuals are free to use and modify as they see fit." The rules of attraction also vary. Asexual people may find themselves attracted to other people, but while they may want to be intimate with that person, they will not choose to do so sexually. Though they are less likely to fall in love, they may still desire to establish a relationship. This may take the form of a life partnership, marriage, or just a date.
When it comes to arousal the rules are even more vague. Some asexuals may feel turned off often, others only occasionally.
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October 29, 2013 - Industry News
The Canada Border Services Agency says eManifest requirements for highway and rail carriers will not be mandatory in fall 2013, due to delays associated with regulatory processes.
Tags: Canada, Cross-Border Trucking, eManifest
May 20, 2013 - Industry News
PeopleNet announced it has partnered with Easy Manifest. At least one hour prior to crossing the border, a carrier (driver or dispatch) submits their eManifest electronically to the respective border agency, either the Canadian Border Services Agency if entering Canada and Custom and Border Protection if entering the United States.
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Join Meir Panim's campaign to "light up" Chanukah for families in need.
Yisgadal v'yisgadash sh'mai rabba b'alma dee v'ra chir'usay.
For many Jews there comes a time when we will say these words every day, many times a day, for 11 months as part of the process of mourning a parent. We bravely declare, "May His great Name grow exalted and sanctified in the world that He created as He willed." Over and over we repeat this plea, this affirmation of the greatness of God who took away our loved one. Our loss becomes the occasion for us to proclaim the glory of God's name found in His creation, the very world around us.
Ma'ayan, the creator of "Zalman's Suite" currently on view at JKlaynberg Gallery, has transformed her mourner's kaddish into a series of 10 paintings exploring the beginning of God's creation and the remembrance of her father whose first yarhzeit was January 22. Most notably the paintings are all abstract with titles that reflect verses and concepts from the Torah and her personal memories of her father.
From the age of 8 she has been driven to make art, wonderfully encouraged by her father who frequently told her to "just keep painting," music to the ears of any aspiring artist. While her work was originally figurative and landscape oriented she has shifted into abstraction as her art has become an integral part of a long spiritual journey. Over the years her concentrated study of Torah, Nach and Kabbalah has driven her emotions and aesthetic choices into developing a style that she characterizes as "abstract expressionism meets mystical thought."
Ma'ayan's paintings are energetic expressions of physicality, the sweep of large brushes rage over the surface occasionally allowing a drip or splash to accent otherwise carefully conceived passages. Each of the works have an impressive scale that is echoed in their actual sizes ranging from 4′ x 4′ to almost six feet by five feet. Standing directly in front of the works allows one to begin to fully experience the emotions that stimulated them in the first place. Perhaps their very physicality is an attempt to fill the haunting loss that the death of a parent creates.
She starts her paintings without knowing exactly the subject, rather simply plumbing her emotions and allowing them to surface as aesthetic acts; a color here, a brushstroke there, a line or form brought into being. Then in the process of making the painting, following its own demands and needs that an emerging visual object seems to call out in the artist, she allows her Torah knowledge to interact with the visual phenomenon. Slowly, sooner or later, a title suggests itself and if it is sustained by the visual, begins to give identity to the abstract image. It is crucial to understand that these are not paintings of "things." The painting itself is the "thing" that is the product of a process that depends upon the complex interaction of three separate phenomena: emotions, making a physical painting and Torah knowledge.
Making art as an expression of grief is a risky business. It could easily be maudlin, depressed or escapist. Not so with Ma'ayan's "Zalman's Suite." She has followed the flawless example of the kaddish - to celebrate God's name and work hard, daily, to bring His honor and glory into the world by remembering and celebrating the parent we have lost but still love and honor. I couldn't imagine a more moving memorial.
Richard McBee is a painter and writer on Jewish Art and can be contacted at email@example.com
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text: Should Winnsboro woman who apparently set fire to herself face charges when she is released from the hospital? By Danny Fox October 24, 2012 2:06 PM Share on Facebook Share on Twitter Orin Zebest/Flickr Take the poll. Sorry, you need to have javascript running to see this poll. Filed Under: 710 KEEL Poll Category: 710 KEEL Poll Share on Facebook Share on Twitter More Leave a comment Send to a friend! Print this page Pin it! Reddit This! Share on Tumblr! More from 710 KEEL Does the Latest 'Deflate-Gate' News Mean Patriots Were Innocent All Along? Do You Know the Greatest Play In Super Bowl History [VIDEO] (UPDATE) Tragic Accident on Youree at East Herndon Shreveporter Sentenced to 30 Years for Receiving Child Porn Best of the Web


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U.S. judge OKs class action in e-book suit against Apple
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NEW YORK (Reuters) - A federal judge in New York granted class certification on Friday to a group of consumers who sued Apple Inc for conspiring with five major publishers to fix e-book prices in violation of antitrust law.
U.S. District Judge Denise Cote said the plaintiffs had "more than met their burden" to allow them to sue as a group. She rejected Apple's contentions that the claims were too different from each other, or that some plaintiffs were not harmed because some e-book prices fell.
"This is a paradigmatic antitrust class action," wrote Cote, who has scheduled a trial later this year to determine damages, which could reach hundreds of millions of dollars.
An Apple spokeswoman declined to comment.
In July 2013, Cote found the technology company liable for colluding with the publishers after a separate non-jury trial in a case brought by the U.S. Department of Justice. Cote found that Apple took part in a price-fixing conspiracy to fight online retailer Amazon.com Inc's dominance in the e-book market.
Apple is appealing that decision.
Thirty-three states and U.S. territories have separately sued on behalf of their consumers, while individual consumers in other states and territories filed the class action lawsuit that Cote addressed on Friday. The plaintiffs are seeking more than $800 million in damages.
The publishers previously agreed to settle related antitrust charges for $166 million before trial.
Apple has asked the 2nd U.S. Circuit Court of Appeals to throw out Cote's ruling from last year, as well as her decision to appoint an external monitor to oversee the company's antitrust compliance, a move Apple has called "radical" in court filings.
The 2nd Circuit last month rejected Apple's request to halt the monitor's oversight while its appeal is pending.
Cote on Friday also denied Apple's motion to exclude the opinions of the plaintiffs' damages expert. In a separate ruling, Cote largely threw out the opinions of Apple's two damages experts, saying they were not based on "rigorous application of economic methods."
Steve Berman of Hagens Berman Sobol Shapiro, the plaintiffs' lead lawyer, said, "We are thrilled with the win."
The trial will likely take place in either July or September.
The consolidated case is In Re: Electronic Books Antitrust Litigation, U.S. District Court for the Southern District of New York, No. 11-md-02293.
(Reporting by Joseph Ax; Editing by Jonathan Oatis)
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Turkish Police, Anti-Government Protesters Clash
Originally published on Fri May 31, 2013 5:03 pm
Turkish police in Istanbul used tear gas and water cannons to break up what are being described as the worst anti-government protests in years.
"Thousands of demonstrators massed on streets surrounding Istanbul's central Taksim Square, long a venue for political unrest, while protests erupted in the capital Ankara and the Aegean coastal city of Izmir."
Al-Jazeera, quoting an AFP photographer, says that more than 100 people were injured, and the BBC reports that several of those injured were hurt when a wall collapsed during a police chase. At least 60 people were arrested, the Qatar-based news agency says.
NPR's Andy Carvin has been following developments he's monitoring on Twitter.
The protests were sparked Friday when police broke up a four-day sit-in by people angered about redevelopment plans for a portion of Taksim Square, known as Gezi Park. The Gezi Park protest started Monday after trees were removed as part of the redevelopment plan. The controversial redevelopment project is aimed at easing congestion around Taksim Square but also involves building a shopping center over Gezi Park.
But the protests quickly widened into a broader demonstration against Prime Minister Recep Tayyip Erdogan's administration, according to The Associated Press.
Al-Jazeera reports that the protests in Ankara saw police firing tear gas "to disperse people trying to reach the headquarters of the ruling Justice and Development Party (AKP).":
"The demonstrators, mostly young supporters of the opposition Republican People's Party, had planned to protest against new laws restricting the sale of alcohol and chanted: 'Everywhere is resistance, Everywhere is Taksim.' "
Mert Burge, 18, who came to support the protesters after reading on Twitter about the police use of tear gas, told the AP that "this isn't just about trees anymore, it's about all of the pressure we're under from this government."
"We're fed up, we don't like the direction the country is headed in," Burge said.


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25 Days of RollOuts: Komatsu's wheel loader
Tina Grady Barbaccia | December 27, 2013
Komatsu America's WA270-7 wheel loader lowers fuel consumption by up to 10 percent compared to its predecessor, the WA250-6.
A Tier 4 Interim SAA6D107E-2 engine powers the 28,836-pound machine and delivers 149 net horsepower.
The wheel loader features Parallel Z-bar loader linkage, which delivers a 10-percent increase in lift force and offers a parallel lift linkage and high tilt forces.
For more information, click here.
Editor's note: We're sharing all of our Top RollOuts throughout the month of December. To see them all, check out our 25 Days of RollOuts.
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DigitalGlobe (DGI) Pops On Rumors of Higher Bid
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BOSTON (AP) — Massachusetts voters may have enthusiastically approved the legalization of medical marijuana, but that hasn't stopped communities around the state from rushing to amend their zoning regulations to make sure marijuana dispensaries are banned or restricted in their towns.
Although the law allowing the use of marijuana for patients with serious medical conditions goes into effect Jan. 1, the state Department of Public Health has until May 1 to issue regulations on who will run the dispensaries, who will work there and how they will be operated. DPH must also decide what constitutes a 60-day supply patients can receive.
While the DPH works on the regulations, some cities and towns are working to keep out dispensaries, or "pot shops" as they are often called. In Wakefield and Reading, the towns have already approved zoning changes to ban dispensaries.
"People are concerned about how broad the law was written and that the dispensaries could be used by more than just people with medical issues," said Ruth Clay, the health director for Wakefield, Reading and Melrose, a city that is also working to pass a ban on dispensaries.
Clay said her communities receive a significant amount of state and federal grants to run substance abuse programs and are concerned that having a marijuana dispensary in town could "send a mixed message to youths."
The law approved through Question 3 on the November election ballot eliminates civil and criminal penalties for the use of marijuana by people with cancer, Parkinson's Disease, AIDS and other conditions determined by a doctor.
Opponents have said they are concerned that the DPH will not be able to prevent abuses of the new law. The department has faced criticism this year for a lack of oversight at a drug-testing lab that was closed in August after a chemist allegedly acknowledged skirting lab protocols and faking test results. The state's pharmacy board, under the auspices of DPH, has also come under scrutiny in a deadly fungal meningitis outbreak linked to a steroid distributed by a compounding pharmacy in Framingham.
The DPH says it is committed to developing a thorough set of guidelines so that the state will not end up with problems seen in other states, including California and Colorado, where hundreds of dispensaries have opened and prompted complaints about misuse of medical marijuana and increased crime.
"We have the benefit that we are not the first state doing this, there are 17 other states that have done this, including some neighbors — Rhode Island, Connecticut, Maine — so we don't have to do this completely in the dark," said Dr. Lauren Smith, interim DPH commissioner.
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The company has a starring role in the comedy/sci-fi thriller 'Big Ass Spider.'
ANAHEIM, Calif. — Western Exterminator's iconic Mr. Little has long-been recognized by Southern California consumers to represent the final word in pest management services for their home or business. But now Mr. Little has taken on a different role – that of the slayer of a mega spider threatening to destroy Los Angeles. No, it's not a new service offering but the leading role in the comedy/sci-fi thriller Big Ass Spider that debuts at midnight tonight in theaters and video-on-demand.
Western Exterminator executives were approached in August 2011 by Epic Picture producers to have not just a cameo role in the film, but the starring lead role in exchange for use of the company's uniform and service trucks sporting the iconic Mr. Little, Western's trademark Little Man with the Hammer.
The plot centers around a giant alien spider that escapes from a military lab and unleashes a rampage on the city of Los Angeles. The plot thickens when a massive military strike fails and it falls to a team of scientists and one clever Western Exterminator technician to kill the creature before the entire city is destroyed.
The movie stars veteran character actor and 15-year Western Exterminator customer, Greg Grunberg, as a wise-cracking and fast-thinking Western Exterminator service technician named Alex Mathis who must protect Los Angeles from this killer arachnid that no one can stop.
Big Ass Spider has been shown at the SXSW (South by Southwest) Film Festival, where it earned Official Selection status; Imagine Film Festival in the Netherlands, the U.K.'s Dead by Dawn Film Festival and the Toronto After Dark Film Festival, and has received positive reviews from critics.
Western Exterminator will sponsor a screening of Big Ass Spider on Thursday, October 24, 2013, at 10 p.m. during the NPMA 2013 PestWorld.
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Shane McManamy now oversees the company's western districts and branches in Arizona, California, New Mexico, Texas and Utah.
Villareal, president of Insight Pest Solutions, Raleigh, N.C., discusses insights he's gained from studying generational differences, and how he's applied this information to the day-to-day operations of his business.
She will serve as a new director of the company.


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John 11:4
From our Lord's words we learn that there is a limit to illness. Here is a "lead to" within which its ultimate end is restrained and beyond which it cannot go. Lazarus might pass through death, but death was not to be the conclusion of his illness. In all illness the Lord says to the waves of pain, "You may go so far, but no further." His fixed purpose is not the destruction but the instruction of His people. Wisdom hangs up the thermometer at the furnace mouth and regulates the heat.
1. The limit is encouragingly comprehensive. The God of providence has limited the time, manner, intensity, repetition, and effects of all our sicknesses; each throb is decreed, each sleepless hour predestined, each relapse ordained, each depression of spirit foreknown, and each sanctifying result eternally purposed. Nothing great or small escapes the ordaining hand of Him who numbers the hairs of our head.
2. This limit is wisely adjusted to our strength, to the purpose designed, and to the grace apportioned. Affliction is not haphazard—the weight of every stroke of the rod is accurately measured. He who made no mistakes in balancing the clouds and stretching out the heavens commits no errors in measuring out the ingredients that compose the medicine of souls. We cannot suffer too much nor be relieved too late.
3. The limit is tenderly appointed. The knife of the heavenly Surgeon never cuts deeper than is absolutely necessary. "He does not willingly afflict or grieve the children of men."1 A mother's heart cries, "Spare my child"; but no mother is more compassionate than our gracious God. When we consider how hardmouthed we are, it is a wonder that we are not driven with a sharper bit. The thought is full of comfort that He who has established the boundary lines of our lives has also determined the boundaries of our tribulation.
1Lamentations 3:33
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Jeremiah 46
Psalm 22
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From Morning & Evening revised and edited by Alistair Begg copyright © 2003. Used by permission of Crossway Books, a publishing ministry of Good News Publishers, Wheaton, IL 60187, www.crossway.org.
Confessing our sins might seem like a gloomy business—God already knows about them, so what's the point of dwelling on failure? But confession is more celebratory than we think. It does not simply remind us of our guilt, but points us to our great Savior, who has atoned for us and lovingly pursues us despite our wandering.
These prayers open with a scriptural call of confession, confess specific sins, thank the Father for Jesus' perfect life and death in our place, ask for the help of the Spirit in pursuing holiness, and close with an assurance of pardon.
Inspired by the Puritan classic The Valley of Vision, these prayers were developed for both personal devotions and church use.


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Los Angeles Kings goaltender Ben Scrivens has the next four to six weeks to raise his NHL profile.Scrivens saw only sporadic action for the Kings since arriving in the Jonathan Bernier deal. He arrived with modest credentials, having won just 11 games for the Toronto Maple Leafs while shuttling between the AHL and NHL. But with Jonathan Quick shelved by a significant groin muscle strain, Scrivens suddenly became The Man in goal for LA.He won his first two starts, allowing just two goals in the process. "It's great playing behind these guys," Scrivens told reporters following the Kings. "They're a very disciplined team on the defensive side of the puck, and it makes my job easier. So you're just forced to try and stops the shots you should, and make a couple that you shouldn't, and just give the team a chance. It's been a real pleasure for me playing behind these guys."His road trick got a rocky start when he replaced the injured Quick in overtime in Buffalo and suffered the shootou...
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