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Latest files
Clavicus Vile Mask Gold Retexture for Skyrim
This is a Simple Retexture of Clavicus Vile Mask.
uploaded 11:29, 2 Jan 2013 89 5 856kb Goanfrimon
Karliah Red Eyes for Skyrim
Replaces Karliah's violet eyes with proper dunmer eyes.
uploaded 11:11, 2 Jan 2013 85 3 145kb SFLegend
Skyrim Perk Enhancements and Rebalanced Gameplay - French Translation for Skyrim
French Translation of Skyrim Perk Enhancements and Rebalanced Gameplay by seorin.
uploaded 10:49, 2 Jan 2013 4,339 150 3,165kb raphou112
Kryptek ENB for Skyrim
My first ever mod let alone ENB so go easy. adds a stronger fantasy vibe with more contrasts in colours. hope you enjoy. Always adding more images. Remember to add your own images please. And remember to endorse if you like it. :D
uploaded 10:18, 2 Jan 2013 276 7 446kb sshep58
Summon Goat for Skyrim
A mod that adds a kinda over powered goat spell to your game
uploaded 10:04, 2 Jan 2013 251 11 2kb mywarnow
Vlindrel Hall Remodel for Skyrim
This is a remodel of Vlindrel Hall that I made.
uploaded 8:44, 2 Jan 2013 398 18 10kb aksparky35
Chromatic Eyes for Skyrim
12 pairs of colorful eyes available
uploaded 8:13, 2 Jan 2013 5,604 124 555kb sorrow083864
Ring Of Namira - Killing Spree for Skyrim
Makes the ring more action-oriented and balances the health and stamina boosts.
uploaded 2:31, 2 Jan 2013 689 29 1kb tox2ik
Celes Aldarion - High elf for Skyrim
level 1 high elf in Riverwood
uploaded 2:20, 2 Jan 2013 105 1 1,466kb Mooninlove
Jontes Better Containers for Skyrim
Allows storage of common item sets with one click (e.g. crafting supplies, Food, Alchemy Ingredients, Junk)
Also adds a "Put All" option to most furniture in the five default player houses.
uploaded 2:19, 2 Jan 2013 612 22 14kb JonteMonkey
Magic Overhaul for Skyrim
The goal of this mod is to completely revitalize the Magic Perks in Skyrim. Changes are being made to the Perk trees as well as some of the underpinnings of the spell system in Vanilla Skyrim in order to improve the quality of your wizarding experience!
uploaded 2:05, 2 Jan 2013 1,835 40 11kb AustinBarnes
Homestead - Make Anywhere a Player Home for Skyrim
This makes it possible for the player to declare any cleared dungeon their new player home.
uploaded 2:05, 2 Jan 2013 6,307 267 15kb atducey


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Google Blacklists CNet Reporters 377
from the no-talkie dept.
We've improved Slashdot's video section; now you can view our video interviews, product close-ups and site visits with all the usual Slashdot options to comment, share, etc. No more walled garden! It's a work in progress -- we hope you'll check it out (Learn more about the recent updates).
Yeah Drew Barrymore won't speak to me either despite all the flowers, postcards, and pictures I send.
Seriously. When did anyone have an obligation to do an interview?__
I never did that. So, I took your advice. Seems that I actually appeared in an old Francis Ford Coppolla movie. I guess I never knew....
Promising costs nothing, it's the delivering that kills you.

subset: commoncrawl


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Based on 3 reviews
Help make it easier for other Avvo users to choose the right lawyer by sharing your experience with this attorney. It's fast, simple, and safe.
Lawyers: Use the Peer Endorsements section to provide input about other attorneys.
Pat worked with me on my divorce and a subsequent change to the divorce agreement. She is caring, responsive and always very helpful. I would definitely recommend her.
I hesitated to post this, but after much thought decided that I don't want one more person to endure the lack of representation that I experienced at the hands of this lawyer.
I spoke to her several times before my case came up; each time she talked to me about what to expect when I got to court she told me a different story. She was recommended as an expert in the field she represented me in; I was horrified to find out that when we actually got to my hearing she told me I was going to plead guilty. I could have done this without having paid her. It was my understanding prior to the hearing that I would be charged with a lesser offense.
I don't know if she is just lazy or if she is truly ignorant, but I feel as though my life has been permanently altered because I trusted her advice. The entire time I worked with her all she could talk about was the fact that she was transitioning to juvenile law and that she was in a hurry to clear her calendar.
After the devastating outcome of my hearing she happily told me about her singing group and how they were going to be making a CD.
I have talked to several people since this hearing and all of them have told me that I got screwed. It's too late to fix this now.
I let her know about how devastated I was by the outcome of this whole thing and she really didn't care.
Lawyer Comment:
I spoke with this client ahead of time a number of times. I made it clear to her that her DUI case would not be reduced to "reckless driving," yet she had it in her head that was what would happen. I discussed personal things with her like music and my career change because she is a friend of the family. We also discussed her impending wedding and the fact that she wanted to get the case over with so she could go on her honeymoon without it hanging over her. I represented her at a reduced rate because she was a friend of the family. I made it clear to her at the time she entered her plea that it was her decision. She could have gone to trial with her case but in my 16 years of experience I believe she would have been convicted by a judge or a jury, and I told her this after reviewing the video of her taken at the time of her arrest. She called me the next day saying she had been up all night crying because of the outcome and I was surprised because she did not say much to me when we were in court. I called her back immediately and discussed matters with her. I do care if my clients are unhappy with the outcome of a case. But in my opinion, based upon years of training in DUI law specifically and handling DUI cases, she would not have prevailed at trial and I did tell her that and I also told her at least twice before we entered her plea that they rarely reduce cases to reckless driving anymore.
Posted over 4 years ago. Flag
Ms. Buonodono has represented me in several legal matters related to my divorce and custody of my son. She is an excellent attorney and has worked very hard to help me. I can't say enough positive things about her.


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The Concrete Industry Management (CIM) program at Middle Tennessee State University (MTSU) in Murfreesboro, Tenn., has received national recognition for not only the concrete industry's financial support, but for the industry's leadership's involvement in developing practical and useful educational experience.
Two new regional groups have started establishing the concrete industry management program as part of their own curriculum. This fall semester, Arizona State University begins offering CIM classes to freshmen. And soon there will be an East Coast opportunity.
Company Culture
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8Jayde Appel
No. 3 USC Tops Two Teams At Lancer Invitational
Trojans beat Cal Baptist 14-3 and Redlands 31-0 in back-to-back action.
2015 USC Women's Water Polo Season Outlook
Women of Troy take aim at a run to a 12th consecutive NCAA Tournament trip.
Gold, Silver & Bronze For Women of Troy In Russia
USC is represented on every level of the podium at FINA World Cup.
Women of Troy Dig In For FINA World Cup Competition
USC is represented on three teams in action in Russia this week.
USC Wraps Up NCAA Action With Third Place Win Over Cal
Trojans tack up an 11-8 victory over the Golden Bears to finish 2014 with a 26-4 record.
THIS SEASON: Jayde Appel enters her third season of competition at USC.
2014: Appel scored 25 goals in her second season of action at USC... Scored in 13 games with seven multiple-goal outings, including a career-high four goals scored against Bakersfield in the MPSF Tournament... Scored eight goals during the MPSF Tournament.
2013: Appel was fourth on the team in scoring in her first season of competition at USC with 33 goals... Scored six goals at the NCAA Tournament, including a hat trick in the NCAA Semifinals... Scored in 17 games with 11 multiple-goal outings... Set career high with five hat tricks during the year... Named MPSF Newcomer of the Week on March 11.
NATIONAL TEAMS: Appel is a member of the Australian National Team... Won silver at the 2013 FINA World Championships... Also competed for the Australian Junior National Team at the 2013 FINA Junior World Championships... Won bronze at the 2011 Junior World Championships.
HIGH SCHOOL: Appel attended Meriden Girls School in Sydney, Australia... Won the 2011 New South Wales CIS Blue Award... Played for Cronulla Sharks and Balmain Tigers... Won under-16 and under-18 national championships with Cronulla.


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Overall: 5.0 / 5 based on 3 reviews
3 of 3 reviewers would recommend this product to a friend.
By: NativeLongIslander
Top 25 Contributor
timeless -
By: akybrkynees
I was very happy with this purchase. It doesn't look cheap. Good Quality. Length hangs just below my bust line which is just what I wanted. I would highly recommend this
Wear it long or short -
By: Cleo1 from Toronto, ON
Top 250 Contributor
Color assortment of stones is very pretty and the necklace will work with summer colors ( beige tones or cinnamon) or fall colors ( browns or black). If you open up the necklace, you can wrap it around your neck twice before clasping for a very pretty shorter look, so this will work with different necklines.


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Trinidad Dry Dock Company to develop new ship repair yard at Port of Spain; company requests Expressions of Interest for Environmental Impact Assessment and Geotechnical
Klaus Nyborg, interim CEO at Denmark-based dry bulk and product tanker shipping company Dampskibsselskabet NORDEN A/S, expects difficult dry cargo market conditions
For anyone involved in maritime training, now is an incredibly exciting time full of opportunity. More than ever before, there are new advanced techniques and technologies
Indonesian President Joko "Jokowi" Widodo and Chinese President Xi Jinping pledged increased maritime cooperation during the formers visit to China.
The joint
The Vice Chairman of China's Central Military Commission General Fan Changlong has pledged to deepen maritime security and military technology cooperation during
Representatives from 17 countries would take part in the sixth Maritime Security Desktop Exercise that is scheduled to be held in Yogyakarta, Indonesia from March 30 to April 1.


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Many boats tied together on a river in Ninh Binh province, Vietnam. They are used to carry tourists to beautiful grottoes and caves to enjoy nature around. —
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This immaculately maintained, privately-owned and personally-run small hotel dates back to 1760. It features fine examples of wood panelling and a Chinese Chippendale staircase. Thoughtfully furnished...More about Bishopsgate House Hotel
Dating from the early Victorian period, this former posting house has been sympathetically refurbished to provide public areas of real character and stylish modern bedrooms with smart en suite bath or...More about Bryn Tyrch Inn
Situated in tranquil countryside and ideally located for the Conwy valley and Snowdonia National Park, this cosy restaurant with rooms offers very well appointed bedrooms, which are tastefully designe...More about Yr Hafod Country House
Run by the same family for some 60 years, the Empire offers luxuriously appointed bedrooms with every modern facility. The 'Number 72' rooms in an adjacent house are particularly sumptuous. The indoor...More about Empire Hotel & Spa
This family-run establishment has a convenient foreshore location, and many of the public rooms as well as some bedrooms have sea views. The hotel has good parking, sufficient for all hotel guests, an...More about Winchmore Hotel
This well-established hotel sits near the foot of Snowdon, between the Peris and Padarn lakes. Pretty gardens and grounds make an attractive setting for the many weddings held here. Bedrooms are well ...More about The Royal Victoria Hotel Snowdonia
Supporters of Liverpool Football Club are especially welcome here and they can admire the extensive range of memorabilia throughout the comfortable day rooms. Bedrooms are equipped with thoughtful ext...More about Glenavon Guest House
Located in the picturesque Conwy Valley, this historic inn dates from 1573 and was the first licensed house in Wales. The exterior and gardens have an abundance of shrubs and seasonal flowers that cre...More about The Groes Inn
Located on a leafy avenue within easy walking distance of the town centre, this elegant Edwardian house provides high standards of comfort. Bedrooms, furnished in minimalist style, provide a range of ...More about The Cliffbury
Ideally located for both Bangor and Llanberis, this modern split-level house has cosy bedrooms at the lower level, with fine views over the pretty rear garden, surrounding coast and mountains. Hearty ...More about Tregarth Homestay B&B


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terrified of sids.....help!!
Hello, I am a new mommy. My daughter is now 12 days old and in wonderful health. I am so incredibly terrified of her dying that it keeps me up most nights. I get this horrible feeling toward the evening, it feels kind of like being homesick. I will just sit and stare at her, most of the time I end up bawling like a baby. I can't imagine my life without her. I know I shouldn't be so scared of SIDS but my infant brother died when he was 2 1/2 months old. I was too young to remember it but I remember the story very vividly. My mom put him on his stomach like all moms were told to and she checked on him and found him blue. I don't smoke, don't drink. I breastfeed. I can't even let her sleep in the pack n play we put in our room because I can't see her unless I get up. I am currently putting her in her Boppy pillow in the middle of the bed and then I use half of it as my pillow so that my face is right next to her. I don't really sleep at night, it's more of a light rest. I hear every noise she makes. I'm driving myself completely crazy and I can't make it go away. I am planning on getting a movement sensor when she moves to her crib (if I can ever let her) and I have found this Respisense monitor that clips on to her diaper and monitors her breathing. I have to talk to my boyfriend about it but I'm sure I'll be getting that too. The Respisense can be used wherever they sleep but I know a big part of me will be afraid it's not working. I am seriously to the point where I want to get some psychiatric help. I just want to enjoy my baby but my brain is not helping me too much. Has anyone else ever experienced fear like this? Is there any advice you could give me? Thank you so very much in advance. P.S. I know I sound a bit crazy right now, but it is night-time. During the day I'm as normal as the next person!
Everyone probably goes through what you're going through a little bit. I still check on my kids at night and they are 4, 6, and 8 years old. You probably need to seeing a doctor for your anxiety. Your hormones are going through major changes right now and that is probably a factor in your fear.
I did a little Googling and found an email support group for siblings of SIDS babies. It might help to talk to someone else who has been what you've been through. This is a harder time in being a parent with everyone being so new. It gets a little easier. Take care.
Here is a link that might be useful: SIDS Families Support Groups
I think all parents worry about this. I did in the beginning a lot too. I think my husband was more relaxed about it and eventually I relaxed more too. Just educate yourself and remind yourself of what "not" to do... that's the best you can do. You cannot watch your baby sleeping every minute. Plus, if you are are exhausted you are more likely to make a mistake of any kind. We just put our baby to sleep like they did in the hospital. Try calling a nursing info line and they can suggest specifics for you.
First of all, I can't imagine how much more fear I'd have about SIDS if I'd had a sibling die of it and had seen the impact on my family. Try to keep things in perspective though (I know...easy for me to say!). You mentioned the most important things - you don't drink, don't smoke, and most importantly, you don't lay your baby on her tummy to sleep. The rate of SIDS has gone down tremendously since the recommendation became that we should lay our babies on their backs to sleep. They just didn't know that back when your baby brother died.
Have you thought about getting a bedside sleeper (like the one made by Arm's Reach)? This type of arrangement might give you a lot of comfort without the risks associated with having the baby in the bed with you.
Also, I'm glad to hear that you feel "normal" during the day, but do you think it is possible that you might have a touch of post partum depression? PPD also tends to increase anxiety. I think talking with your doctor would be a good idea.
I hope that you find ways to feel more relaxed and get some sleep soon. I know that whenever I am feeling anxious about anything, it feels 10x worse if I haven't been sleeping well!!!
When I read your post, I just had to respond. Although this has nothing to do with pregnancy, I distinctly remember that, prior to getting my period, I would often have these overwhelming feelings of imminent doom. They were horrible. Since you are at a point where your hormones are trying to get back to a normal level, this could have a great bearing.
When I first brought my new baby home (many years ago) I also recall mentioning to my doctor my concern about SIDS. His response was that babies (or anyone) instinctively respond to avoid this situation.
Just think about what you would do if you awoke to find yourself face down in your pillow. You'd move your head, turn over, or do whatever it takes to get out of this situation.
I kept our baby in a bassinet next to my bed for the first few months. As I was always a very sound sleeper, my greatest fear was that I would not wake up. However, I soon discovered that new mothers suddenly acquire "mother's ear" and wake up instantly at the slightest stir of their little one.
The fact that you acknowledge your fears is a good step toward overcoming them.
However, it would still be wise to mention this to your physician, for it sounds like your hormones are wreaking havoc with you.
I wish you well and hope you are feeling better soon.


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FILE -- Mitt Romney spoke at the Republican National Convention on the final night and was joined by Paul Ryan and family members, Thursday, August 30, 2012.
Photo: Glen Stubbe, Star Tribune
CHICAGO — The Republican National Committee is voting to formalize its selection of Cleveland, Ohio, as the site of the party's 2016 national convention, as the GOP's governing body winds up its summer meeting this week.
Eight cities sought the distinction, including Cincinnati and Columbus, which are also in the reliably competitive presidential battleground state of Ohio.
Also under consideration were Dallas; Denver; Kansas City, Missouri; Las Vegas and Phoenix. Cleveland and Dallas were the two finalists.
Site selection committee chairwoman Enid Mickelsen of Utah says, quote, "The place that was the most excited for us to come was Cleveland, Ohio. This is a city that wants to reintroduce itself to the rest of the world."
Cleveland Mayor Frank Jackson predicted the delegates are, quote, "going to love Cleveland."
Poll: With "Furious 7" opening, which of these is your favorite car movie?


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If you are flying from T5 there is no doubt that this hotel is THE place to stay, provided you have the money. The hotel is in top condition, decoration & design throughout with a good choice of eateries and nice bar. One niggle: for a hotel of this quality charging for in room Wi-Fi is, for me, unacceptable and surely must change soon. It would definitely have been an "Excellent" 5 star rating but for this aspect, so come on Sofitel!
- Official Description (provided by the hotel):
- Only Heathrow Airport hotel with direct access to Terminal 5 via a covered walkway and Terminals 1, 2, 3 / Terminal 4 via courtesy Heathrow Express/ Connect rail connection and only 21 minutes from Central London by train. Sofitel London Heathrow boasts 605 non-smoking bedrooms including 27 suites. All rooms include the famous Sofitel MyBed, plasma screen TV and double glazed windows (rooms facing outside have triple glazing). All bathroom include separate walk in shower and bath. For your meetings and events, the hotel's conference centre boasts 45 meeting rooms including three executive boardrooms, a tiered theatre and a main room for up to 1,300 delegates. The hotel Food and Beverage outlets include: La Belle Epoque - 3AA Rosette restaurant serving gourmet French cuisine with contemporary world influences; Vivre - with its open theatre kitchens, Sphere Bar, the Perrier-Jouet Champagne bar and the Tea 5 salon. Leisure facilities include the hotel's Zen Garden, a 24-hour Gym as well as a hydro suite with Vitality pool, sauna and steam room (chargeable). A hair salon is located on the ground floor. For travellers arriving by car, the hotel offers on-site underground car park as well as Park & Fly packages for up to 15 days. We do also offer transportation to and from the hotel. ... more less
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- TripAdvisor is proud to partner with Hotels.com, Expedia, Orbitz, Booking.com, Travelocity, Agoda, Cheap Tickets, HotelTravel.com, Hotwire, Hotel.de, Priceline, TripOnline SA, Odigeo, ACCOR, Tingo and Jetsetter so you can book your Sofitel London Heathrow reservations with confidence. We help millions of travelers each month to find the perfect hotel for both vacation and business trips, always with the best discounts and special offers.
- Also Known As:
- Sofitel London Heathrow Hotel Hounslow
- Sofitel Hotel London Heathrow
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Music Trade Review -- © mbsi.org, arcade-museum.com -- digitized with support from namm.org OCTOBER 23, 1926 The Music Trade Review. 13 Plans for Piano Playing Contest to Be Submitted at Wisconsin Convention Proposed Event to Be Held in Milwaukee With Finals to Take Place During National Music Week—Musical Instrument Revue to Be a Big Feature of the Meeting MILWAUKEE, WIS., October 19.—Milwaukee music dealers are actively engaged in plans for the convention which will organize the Wisconsin Association of Music Merchants, and which will be held October 28 and 29 of next week. Committees report that they have practically completed their plans for the event, and present indications point to a very successful meeting. The committee on nominations has been announced with Edmund Gram as chairman. He will be assisted by A. B. O'Connor, Fred E. Yahr and Hugh W. Randall. The committee on hotel arrangements, comprising the chairman, -J. R. Rousselot, H. M. Steussy and H. L. Ashworth, who is acting secretary of the Milwaukee dealers, has chosen the Plankinton for the convention hotel. Reservations now coming in promise a very good attendance and seem to indicate great interest in the'project on the part of dealers throughout the State. A few changes have been made in the original schedule of the convention. The Musical Instrument Revue, which was scheduled for the first night of the convention, will be featured on the second evening, October 29. The revue will be held in the Sky Room of the Plankinton, immediately after the convention dinner. Hugh Holmes is chairman of the committee in charge, and Carl Lovejoy and Phil H. Lasher will assist him. The committee on exhibits, composed of Chairman Fred E. Yahr, Edward Herzog and George Ruez, has announced its plan to stage the showings on the mezzanine floor of the hotel and the adjoining rooms. Some very fine displays will be arranged, as the success of the radio show has demonstrated conclusively to local dealers the great value of such exhibits. Plans for a piano-playing contest in Milwaukee, similar to the one held at Detroit, will be submitted at the convention. Present plans will have the final contest take place during National Music Week. W. Otto Miessner is chairman of the committee in charge of the pianoplaying contest and piano class demonstration. Exhibits at Food and Household Exposition The music exhibits at the Milwaukee Journal Food and Household Exposition are attracting a great deal of interest and comment. The show opened October 18 and will continue throughout the week. The music festival is held in the annex of the auditorium and the elaborate displays are proving one of the drawing cards of the exposition. The Noll Piano Co., which features Bush & Lane pianos, has leased the entire area of Juneau Hall. Several unusual features are being used by this firm with the intention of attracting greater interest to the show. Walker Hall is being occupied by the exhibit of KesselmanO'Driscoll Co., who are featuring their display from an educational standpoint. The Milwaukee Piano Manufacturing Co., retailers of the Waltham line, and the Carberry Parker Co., home of the Ampico in the Chickering, have leased the greater portion of Kilbourn Hall. The remaining area is occupied by the display of the Holton Band Instrument Co. and the Walker Musical Exchange. The Walker display is featuring a number of instruments which were made expressly for this exhibit. Piano Instruction in Milwaukee Schools The strength of music as a bond to the better things in life was emphasized at a meeting of Milwaukee people who are interested in promoting the civic concerts which will be held in Milwaukee during the season. Among the facts of special importance brought out in the meeting was the announcement of Herman Smith, director of music in the public schools of Milwaukee, that piano and violin lessons are now being given to school children. The children learn to play the piano in classes with paper keyboards. Following the first enrollment of 1,600 students in the first semester, more than 350 dropped out to take private lessons. Mr. Smith declared this to be a favorable sign for music in Milwaukee. James Tartley, of Chicago, gave a demonstration of harmonica playing. Baldwin Sales Satisfactory A. J. Quinn, manager of the Baldwin Piano Parlors of Milwaukee, says that sales in Baldwins during the past month have been very satisfactory. According to Mr. Quinn, business conditions. are very good and promise to be even better. J. L. Sawyer, formerly salesman for the Baldwin piano in Denver, has been appointed to the sales force of the Baldwin Piano Parlors at Milwaukee. Window Display of Conn Instruments Eric S. Hafsoos, of Flanner-Hafsoos Music House, Inc., states that the demand for C. G. Conn band instruments is exceptionally good. Flanner-Hafsoos have added Joseph -W. Guepe to the sales force in the band instrument department. A window display featuring wellknown Milwaukee bands which endorse C. G. Conn band instruments is attracting- much attention to the Flanner-Hafsoos store. Large pictures of the various artists and orchestras, with their name and perference in instruments, are mounted on attractive frames. The pictures will be used for the walls of the store after they have served their purpose for a window exhibit. A. V. Orth, of the Orth Music Co., states that radios have been especially active during the month. Mr. Orth is featuring the Atwater Kent line, which he recently added to his store, and the new batteryless Zenith. The window display at the Orth music store is featuring the armchair model of the Atwater Kent. A number of other models of the line are shown, but attention is especially attracted to the armchair model, which is. placed beside a handsome red leather armchair. Another of the armchair models is the center of the background decoration formed in a bright orange and black color scheme. Mr. Orth says that the presence of Isham Jones and his orchestra as the feature attraction of the Wisconsin Theatre during the past week has stimulated sales of Brunswick records. Strong Phonograph Demand Merle E. Roussellot, managing director of the Lyric Music Co., Milwaukee agents for the Kimball line, says that the new Kimball reproducing phonograph now on the market is selling very well. He states that the demand for Brunswicks is very active and that this company is selling all the Brunswicks they can get. Percival Brooks, special Kimball representative, has been with the Lyric store for the past week. E. L. Stryker, of the main office of the Kimball Piano Co., visited at the store during the week. W. E. Day, wholesale representative for the W. W. Kimball Co. in Milwaukee, who has been ill recently, is recovering at his home in Chicago. Pleads Guilty in St. Louis to Using Mails to Defraud Edgar Schneider Took Orders for Radio Receiving Sets, Taking Dealers' Notes and Then Failed to Deliver Merchandise ST. LOUIS, MO., October 16.—Largely through the efforts of the Better Business Bureau of St. Louis, Edgar Schneider, who operated the Tyrola Phonograph Co., National Distributing & Sales Co., and North American Sales Co.. was brought to justice recently and pleaded guilty to charges of using the mails to defraud, before the United States District Court here; The sentence was deferred for thirty days in order to permit him to wind up. Charges against Schneider's son and his brothers-in-law were dismissed. Schneider's plan of operation was to take orders for radio receiving sets from dealers and take the dealers' notes for the purchase price. He failed to deliver the radio sets, but sold the notes to others. Federal agents estimate that he obtained about $65,000 in this manner. Knabe Ampico in Concert The Knabe piano with the Ampico will be featured in a special program given before the National Arts Club, New York, on October 27, through the courtesy of William Knabe & Co. The artists will be Arcadie Birkenholz, violinist; Alexander Brachocki, pianist, and James Kaskey, accompanist, and a well-balanced program has been arranged. A Visitor From Worcester Among the visitors to the executive offices of Hardman, Peck & Co., New York, recently were Mr. and Mrs. George F. Charron, of Worcester, Mass. Mr. Charron is junior member of F. J. Charron & Son, Hardman representatives in that city. You should always have a line of Style No. 63 Capacity 65 Player Rolls Send for our new Catalogue and dealers' net Price List showing our line of Player Roll Cabinets, Record Cabinets, Radio Cabinets and other furniture. Marion Bauer Lectures at University of New York Marion Bauer, the well-known composer pf music of the better class, and a recognized musical authority, has begun her lectures and classes at the University of New York on orchestration, criticism, and many other phases of music. A substantial registration indicates the Interest in Miss Bauer's work at the University. SALTER MFC CO, 333-351 N. Oakley Blvd. CHICAGO, ILL.
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Boy's pack of five black neon socks
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Brighten up those underwear drawers with this great value pack of five boy's socks from bluezoo. This cotton rich socks come in black with neon trims at the cuffs, heel and toe. Stock up on the essentials.
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(17 Reviews)
I'm a fan of Steak 'n' Shake. Never really had a bad meal, did have one bad experience but I know the reasons for that. It was a Friday....insanely busy and... Read More >
October 22
I hate to give them a bad review, but I've just had enough.
This is probably the 10th time I've gone through the drive thru and they've messed up my order.... Read More >
October 27
Never eat inside. I have never eaten here yet, where there was not garbage on the floors. I've never seen anybody push a broom. The bathroom smelled like... Read More >
August 3


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Sharing Longevity Data
March 1, 2015|
Aging research would greatly benefit from consistently making annotated life span data available.
March 1, 2015|
Aging research would greatly benefit from consistently making annotated life span data available.
February 2, 2015|
As the number of Ebola cases declines, Chimerix is unable to recruit enough patients for its trial in Liberia testing the antiviral drug brincidofovir.
January 30, 2015|
The controversial antiviral drug earns better marks in the most recent analysis of the evidence.
November 21, 2014|
Two federal health agencies released proposed rules that would tighten the requirements for reporting clinical trial results.
September 29, 2014|
Policies instituted by the National Institutes of Health have led to more data sharing in the life sciences, according to a new report.
August 1, 2014|
A Colombian graduate student is being charged with copyright infringement for posting another scientist's thesis online—a crime punishable by up to eight years in jail.
May 29, 2014|
Nature's publisher launches a new peer-reviewed, online-only journal that will accept descriptions of data sets.
May 1, 2014|
From research results to electronic health records, biomedical data are becoming increasingly accessible. How can scientists best capitalize on the information deluge?
March 11, 2014|
Following the publisher's announcement of an updated policy for the sharing of data underlying its open-access publications, PLOS apologizes for the confusion.
March 10, 2014|
The international Global Alliance for Genomics and Health will be using a programming interface developed by the Internet giant to help its stakeholders analyze genomic data.


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Author Archive
Of trunks and tires: The real reason every '37 Buick came with sidemounts
The 1937 Buick Limited owned by Lee Gurvey. Photo by Jeff Koch.
Since he purchased this 1937 Buick Limited off the lawn at Hershey in 1999, owner Lee Gurvey has driven it all over the West. "We've taken it to Colorado, to the Adirondacks, all over the West Coast, to Crater Lake, all over the place," he tells us. "I could drive it from Scottsdale to Chicago and not think twice."
You can read all about it in the April 2015 issue of Hemmings Classic Car. But with all those miles under the tires, Lee wanted to take some precautions. "Someone suggested to me that I might want to find a spare tire to put in the trunk. The Limited came standard with the dual sidemount spares, but pulling those out of the wells is a lot of work. So I thought a spare in the trunk was a good idea."
"So I got one. Then I discovered that it doesn't fit in the trunk! It turns out that all of the 90-series (Limited) Buicks had side-mount spares because the tire won't fit in the trunk!" What's more, Lee confesses, "it says as much in the owner's manual." Oops.
Driving Impression: 1940 Ford Business Coupe
Bob Hinshaw's 1940 Ford Business Coupe. Photos by the author.
Note: I write up driving impressions of virtually every car I photograph within a couple of days of the drive, so everything is fresh in my memory. Occasionally, because of the constraints of format, the prepared text doesn't run in the print magazines. Now, thanks to the joys of the blogosphere and its limitless space, we can feature it here.
Slip inside, and you note the relative ease in which you can slide behind the wheel: The width across the running board isn't insurmountable, and there's terrific headroom, which helps you clamber behind the big two-spoke steering wheel.
Once you're inside, take stock of your surroundings. The narrow cabin tapers in, the further it goes, and the floor-mounted pedals are easy enough to access, if slightly awkward for anyone used to pedals that hang from behind the metal dash. The windows are strangely short, despite this being a standard, unchopped '40. The body sides are really high, the roof wraps around, the wraparound B/C-pillar is enormous, and the split-glass front and rear all contribute to feeling like there's less glass area than perhaps you'd think there should be.
The narrow windows, the neutral earth-tone colors … it all feels vaguely military, and you'd be forgiven if you pretended that you were manning a tank instead of a Ford coupe. Yet, other touches snap you out of this. The bakelite-tipped controls add a period detail that suggest a genteel approach might be best, but the straked numbers on the speedometer are jazzy, and there's a hint of speed within that Art Deco font. The radio grille is a fake: There's no sound to be heard through that speaker.
Just as well: We'd rather hear the dulcet tones of the flathead under the hood. Twist the key 180 degrees in the ignition, flick the ON button on the column, then press the starter button on the other side of the column, and away it grinds under that long, peaked, weather-beaten hood. There is more sound than feel here: The idle is smooth, despite audible suggestions that it would really rather get going. The emergency-brake release is a pistol grip alongside the driver's kick panel, just beneath the instrument panel; its movement and feel are not unlike a caulking gun. Release, and you're good to go.
We are reminded that we don't need to double-clutch, and so the three-on-the-tree shifting and foot movements are smooth and easily matched to each other. The flathead is torquey enough that you could start in second if you needed to (or forgot to put it in first when you stopped… ), and despite the lack of a tach, the engine will gladly tell you when it needs to be shifted into the next gear. Truth be told, the engine came from a decade-newer Mercury, as detailed in Mark McCourt's story in the February 2015 issue of Hemmings Classic Car. That makes for more cubes and more power, and while swapping out flatties won't really let you pretend that you're in a ZR1 Corvette, factory-fettled cubes generating more and reliable power, all while looking factory-stock enough for most, is a tradeoff that few will turn their noses up at.
Driveability is fine, despite the gentle rake that the current owner has on it. Reverse is a little on the sticky side: The clutch has to be off the floor a skosh if you want to get it to run backwards. Steering has a little bit of slop to it—name me a car of this era that doesn't—the tires behaved as tires of this vintage do, and our admittedly short run didn't give the brakes any reason to call attention to themselves.
Most of all, it feels solid—robust without being leaden. It would had to have been, if it was going to make it through nearly four new-car-free years in wartime America and come out the other side alive.
A Driveable Dream feature on this 1940 Ford appears in the February 2015 issue of Hemmings Classic Car magazine. To subscribe, click here.
The Prisoner and the poser: Six was not afraid of Seven… but I was
Photos courtesy of Bill Close.
Anyone remember The Prisoner? Patrick McGoohan's short-lived television tour de force entertained and confused viewers across the globe late in the 1960s, initially airing Stateside on CBS. As Number Six, a man who knew too much, kidnapped and trapped in an idyllic village without bars, McGoohan's otherwise-unnamed character fought against The Man for his physical and mental freedom … and won. (Or did he?) The show was more metaphorical than literal, and was designed to provoke discussion and debate. Many of its concepts and commentaries are as relevant today as they were nearly 40 years ago; they have outlived its creator, who passed in 2011. As a teenager with a wide punk streak running through him, tripping across reruns on PBS late at night in the 1980s, The Prisoner spoke to me.
The opening credits started with a clap of thunder, a blare of trumpet, and the doppler whoosh of a car being driven by at a great rate of speed, shown only in a series of blurry cuts. That car, a Lotus Seven, was only ever seen in the opening credits (and intermittently in the show itself), yet its presence spoke volumes about the character driving it. Rugged. Individualistic. A maverick—not one to settle for the ordinary. Good with his hands. And, presumably, in shape enough to fit behind the wheel. A Lotus Seven was good enough for the protagonist. Surely it would be good enough for a wanna-be like me?
The show started and ended, and Lotus itself stopped making the Seven by the early '70s; attempts to modernize the original fell flat with the Series 4, and Lotus sold the rights to Caterham, a company that reverted to building Sevens in the Series 3 mold immediately. Interest in the car came back to life, and Caterham was a growing concern. In 1989, Caterham Cars launched a Prisoner edition Seven. It traded skinny rubber and steelies for modern alloys and low-profile radials, but the look was otherwise the same: BRG all over, a yellow nosepiece, red interior. Patrick McGoohan himself made a rare public appearance at the British Motor Show to introduce it. Rather than take the first one off the line, he accepted Number Six. Because of course.
The Prisoner continued to mean a great deal to me. In 2001, I took a portion of my honeymoon at Portmeirion, in Wales, where Prisoner location filming took place. My new wife initially agreed simply to indulge me, but she ended up falling in love with Sir Clough Williams-Ellis' fairytale architectural splendor too. On that same trip, a chance drive past a sports car dealer in the UK got me standing next to a Caterham Seven for the first time … and claustrophobia kicked in just standing beside it. Even then, when I was younger, slimmer and more beautiful, my stubby legs, gorilla arms and wide torso suggested that I should be driving an Alfa rather than a Seven. Alas. As time went on, and as I continued to lose the war on the waistline spread, I expanded out of the dream of a Seven, or something Sevenesque. I had relegated thoughts of it to the coulda-shoulda-woulda column of my memory, and let it be.
Until not long ago, anyway. A while back, I got a call from a vehicle owner to pitch me shooting some car or other for Hemmings Sports & Exotic Car magazine. "Oh, and since you were here last, I got a Westfield," he said. A Westfield, of course, is a cycle-fendered, Sevenesque beast. There are surely differences; just as surely, I don't know what they are. I suggested the owner lob me a couple of pictures over the interwebs so that I could be sure that it was what I thought it might be. And it was. What he didn't tell me was that it was BRG. With a yellow nose.
I do believe my heart skipped a beat.
Now, understand that I'm not one to get all goofy over the prospect of driving something I've fantasized over for decades. I've been lucky at my Hemmings gig to drive cars that I never thought I'd be able to even touch and photograph (much less drive) for all of our titles, but with that comes a necessary detachment: I don't want to walk in with expectations that the car itself cannot possibly meet. I don't want to set myself up for disappointment, and I don't want disappointment to be conveyed on the pages.
And, honestly, color is the last thing to impress me on a car. One of my few car-related axioms (beyond buy something running) is simply this: It doesn't matter what it looks like when you're driving it. Aesthetics don't sway me in the least—at least not when it comes to a driving impression. But this one? This was different, somehow.
The owner, a lifelong sports car owner, was encouraging. "You can fit, no problem," he told me. Easier said than done, at just the wrong side of three bills. I tried the side without the steering wheel and pedals first; in case I needed to extract myself, there would be nothing impeding my way. And, while I'm not going to pretend that it wasn't tight, I did slide in. (Atop the seatbelts. For now, anyway.) The size 12 clodhoppers went in so deep I didn't touch the bulkhead. So far so good.
We switched seats, and I took the wheel, clambering in over the cut-down side and dropping down, sliding my feet forward. Oh heavens. I made it under the wheel with no problem, though my legs were slightly akimbo for wheel clearance. Once in, I discovered that I needed to ditch my shoes: My two Fred Flintstone feet covered all three pedals with normal footwear, which would undoubtedly lead to problems somewhere down the line. Into the puny trunk they went. The four-cylinder, 1600cc Ford engine under the hood runs its exhaust pipe down the driver's side of the car, which meant that bracing myself on the ground to aid extraction would be impossible unless I wanted to incinerate my left arm. A lubricated hippopotamus on ice would be more graceful than me getting back out again.
The seats (tan, alas) were flat. Good thing, as my girth was trapped between the bodywork and the trans tunnel, with little hope of lateral movement. A rorty buzz of small-cube enthusiasm greeted me as I switched it on, and off we went.
Now, this part of the greater Phoenix metro area is largely a grid, I was around to check out some other cars to photograph, and the shop where those cars reside is about a mile up the street. Not a whole lot of time or space for cornering derring-do, to see or feel or hear what the tires are up to in a full power slide—but more than enough time to get a sense of acceleration, braking, and shift and ride quality.
And here's the truth about it: I can't remember an inch of it with any real clarity at all. It's all a bit foggy, despite coming fresh from the experience and writing this. Everything is more of an impressionistic spatter, more Monet's Haystacks than the realism of Breton's End of the Working Day, more VHS tape recorded off-air than Blu-Ray clarity. I remember driving it like I was scared of it, which I probably shouldn't have been, even though I was. I remember the immediacy of everything around me: an open car, low to the ground, can (and did) make 30 MPH feel like twice that velocity. Incredibly direct and communicative steering with zero slop, though no one would ever deign to call it light, a suspension that could tell you which side of a penny (farthing) you ran over in the street, and a glorious noise from the exhaust exiting about two feet beneath your left ear, climbing up tone by tone, note by note, chord by chord, octave by octave, as the revs and speed piled on; it fills your head as if you were in the echo chamber of a hardtop coupe. The incredulity that an engine so teeny, wearing similarly diminutive brakes, could offer such a kick in the seat and such immediate response, despite knowing damned well that the whole car weighs under half a ton. I recall the wind slapping me as I dared move through it, some shouted conversation with the owner riding shotgun, and driving through an unforeseen construction zone that saw the street slick with water (and, subsequently, the fenders and sides of the Westfield caked with mud). Alas.
With time, I could dissolve myself and become Number Six. I could see entering a parking garage, grabbing my ticket and driving under the gate arm before it raises, just because I can. I could see myself darting in and out of London traffic, with red double-decker buses and black cabs (and hearses…) unable to keep pace. I could see the effortless movement within familiar surroundings, fluid yet tactile. But not yet. Number Six's relationship with his Seven was one of mutual agreement: just him and his car against … who, exactly? It's never quite answered in The Prisoner, and at any rate, the car gets taken away first thing. My relationship with a Seven that's not my own should continue to be one of respect—a how-do-you-do and a handshake rather than huddled in a corner whispering sweet nothings in its ear.
I've not yet been seduced. But I am intrigued enough to come calling again and take the conversation further.
Mister Blister(card): My checkered history in the world of diecast-car packaging
The Hemmings-title diecasts produced for Auto World. Photography by the author.
Scratch a fan of real cars, and you're bound to find someone who's also into collectibles and ephemera–even if it's only related to their own car, and even if it's only a little bit. The recent release of the AutoWorld diecast-car series with cars featured on covers of various Hemmings publications caused me to reflect: I have been lucky enough to be involved in making toy cars, to varying degrees, since 1998.
The vast majority of my work has been on 1/64-scale (or 3-inch, or S-gauge) cars. The first cars I spec'd out were for Hot Wheels–the bonus sweepstakes models (a purple 1970 'Cuda convertible and a gold 1967 Pontiac GTO, for what it's worth) that were available through HOT ROD magazine at the time, but they came in clear baggies and so had no packaging to write up. (And for a while, they were worth rather a lot on the secondary market, I'm pleased to say).
The first opportunity to write on cardboard came through Richard Adkins of Adkins Collectibles of Wisconsin–who, at the very end of the 20th century, was surely the top independent Hot Wheels seller/distributor out there. Adkins spearheaded a series of four 100-percent Hot Wheels castings. Someone else (maybe Rich did, I don't recall anymore) chose the cars, renowned automotive artist Kenny Youngblood did the interlocking blistercard artwork, and I had to come up with a couple of pithy lines to describe the cars replicated in the package. Though I'd been in magazines for more than half a dozen years at that point, and seeing my name in print had not yet gotten old-hat, the idea that I'd contributed to a diecast car (however tangentially, however anonymously) tickled me. A second series with muscle cars (I recall a mustard Boss Mustang and a red Olds 442) came not long after. Both series had the HOT ROD logo on the blister.
Another surprise came with another Hot Wheels release, with a premium-line magazine-related series. In the series was a 5.0 Mustang-magazine-badged silver and purple '99 coupe, and the package featured a red five-liter Fox-bodied Mustang LX hatch on the cover. This was a surprise on top of a surprise: I shot that car for HOT ROD in the late '90s, where it ran; the editor of 5.0 (himself a former HOT ROD staffer) purloined it for his own book, blew it across the cover and a centerfold spread, and the next thing I know it ended up on the Hot Wheels package. Somewhere, in a closet, I have one still.
A crisis in confidence saw a change in careers, from writing about cars to making miniature replicas of them, and for two years I was working at Playing Mantis in Mishawaka, Indiana, home of Johnny Lightning diecast cars. There, I was responsible for myriad duties, including packaging text and sourcing all of the photos that ended up as a packaging "premium" with the car. Partly, the photos were there to make the blistercard look richer than it actually was, but part of it was to show the model's fidelity to the real thing. (Whether it passed or not, we shall leave to the collecting population at large to determine.) This was in the days before heavy internet usage–we were rocking dial-up modems in those days–so actual photography was badly needed. I traveled to Pontiac shows, VW shows, PT Cruiser events, local car dealers, and even raided media press kits for appropriate images. This took up an inordinate amount of time.
And so I pushed for (and was allowed to do) a program at JL called Your Car is the Star (YCITS). The idea was this: if we have a casting of your car, send us a nice photo. If we use it, then you get your car replicated, your name and photo on the package, and a case of that very car to call your own. This would get around us buying expensive photography of nice cars from professional shooters, for a start, and would make the company appear to be reactive to its fan base. The follow-up, which was supposed to happen but never did, was someone was supposed to contact the home-town newspapers of the people whose cars were featured, pitch the idea of a softball local-owner-makes-good story (ie, can you believe someone from our little town got their car made into a toy that will be sold at toy stores nationwide!?) to those media outlets, and get a little press for both the car owner and the company. You know, generate a little buzz on our product line. YCITS received hundreds of photo submissions, and a few dozen of those cars ended up getting made, scattered throughout various series over time, but there was never any media follow-up. It was also a logistical nightmare, as it turned out; I put up with it and pushed for it because it was my idea, but I was not surprised that my successor killed it dead after I left JL in 2003.
Fast-forward to 2011. I'm out of the toy biz for more than half a dozen years, happily toiling away in Hemmings Motor News' employ. Greenlight Collectibles, another Indiana-based diecast-car company, got the license to do Primedia and/or Source Interlink magazine titles, including HOT ROD (Petersen ceased its name on the masthead in late 2001). They stuck to the conventional "magazine cover car" formula. Now, they only did a handful of HOT ROD magazines in the short-lived series, and I only shot two covers in my 4 1/2 years there. (This one was done in the rain outside a quarry somewhere north of Las Vegas early one morning.) So what are the odds that Greenlight would choose one of those covers, and a car I shot to replicate in small scale? I wasn't even working for the company–and I'd shot the photo about a decade earlier–and yet there it was. My third. I bought it retail.
Which leads me to the fourth, and the latest. AutoWorld diecast cars, a company started by the minds and money behind Playing Mantis' revival of Johnny Lightning two decades ago (and my ex-bosses from the Playing Mantis days), went with another magazine-themed diecast-car lineup. But this time, they contacted … you guessed it, the Hemmings Hobbit Hole in Bennington, VT. This was, again, a complete surprise: I had no contact with anyone from AutoWorld OR HMN about any of this. So when they showed up on my friendly neighborhood diecast distributors' website, I was quite surprised, and not a little pleased.
There are six cars in AutoWorld's Licensed lineup (two each from Hemmings Motor News, Hemmings Classic Car and Hemmings Muscle Machines). And wouldn't you know, three of the six were photos I took: the mustard Dodge Dart from Sept '10 HCC, a red '66 Chevelle from April '13 HMN, and a purple '70 Hemi Challenger from July '11 HMM. (To be fair, the HMN Chevelle ran in Muscle first, but HMN had the temerity to put it on their cover.) There are three others in the set, which look just as good, but selfishly I only grabbed my own.
The irony of all of this is that, when it comes to toy cars, I'm an opener–I want to be able to roll my cars, free of their plastic packaging, and display how I choose, rather than keep them in the packaging. (The toy nerds call it "DLM"–the Diecast Liberation Movement.) I'm one of those people who makes everyone else's collections worth more: 99 and 44/100 percent of my toy cars are loose and available to grab and roll at a moment's notice. But these, the ones I had a hand in creating? Oh no. These are part of my .56 percent that are staying in their little plastic tombs forever. For me, for once, it's the packaging that matters.
The Hisso and the hauler: Remembering the early days of old-car transport
Bill Ingler's 1924 Hispano-Suiza in its Sarasota, Florida days. Photos courtesy Bill Ingler.
In the new issue of Hemmings Sports & Exotic Car, Bill Ingler of Scottsdale, Arizona tells a story about driving his dad's 1924 Hispano-Suiza H6B from Columbus, Ohio to Sarasota, Florida in 1953; part of the reason was because there were no transportation services at that time. But there were when he took possession of the Hisso in 1971 and he decided to bring it back to Ohio. Here is his tale.
"My dad retired in January 1953 and bought a home in Sarasota FL two months later. In June of that year, I drove the car to Florida. It sat in Dad's garage for the 14 years, as dad was more interested in boats than cars at that time. Their home was a few hundred feet from the Gulf of Mexico, and humidity is not kind to cars, so in about 1967 I got my dad to get it restored. At this time, it was painted yellow and black–similar to a previous paint scheme it wore. In 1971 he passed the car to me.
"At that time there was only one closed auto carrier company hauling cars with a truck and trailer. The trailer carried only two cars at a time. The driver picked up the car in Sarasota, and was to deliver it to Tom Lester`s shop in Cleveland Ohio for a complete service. Drive time was said to be three days. Well, three days went by, and no car at Lesters. Then four days, then five. I called the hauling company, and they did not know where my car and their trailer were–which did not sit well with me. Finally, several days later, the trailer and the Hispano were found in a rest area in Tennessee. It seems the driver got sick, unhooked the trailer, and drove to a hospital where he spent several days–and didn't bother to tell anyone.
"So much for the early days of transporting old cars."
The whole stor(k)y – why is there a bird on the radiator of that car?
The Hispano-Suiza stork. Photo by author.
After WWI, all Hispano-Suizas famously carried a "flying stork" radiator cap. Whatever for?
Recall Birkigt's famed watercooled monobloc SOHC aluminum V8 engine with integral heads and screw-in cylinder liners. By the end of the war this engine had been manufactured in no fewer than 21 plants–fourteen in France alone, and others in England, Italy and the US; more than 50,000 were built, and the Hispano-Suiza name was soon legend across Europe. (It was so successful that the French government later sued the company for war profiteering.)
The flying stork (La Cigogne Volante, for you Francophiles) radiator cap was a quiet reminder of the marque's wartime prowess: it commemorated Group de Combat No. 12, the squadron of Georges Guynemer, a French air ace with 53 credited kills before his disappearance in September, 1917. Guynemer's SPAD aircraft were Hispano-powered and -armed, and Guynemer was said to be a personal friend of Birkigt.
The Hisso flying stork was sculpted by Parisian artist Frederic Bazin. Fascinated by speed and flight, perfect for the art-deco era, Bazin designed numerous car mascots, including Isotta Fraschini's "Spirit of Triumph" and French manufacturer UNIC's centaur.
Editor's note: Want to know more about the Hispano-Suiza H6B that this bird belongs to? Look for Jeff's comprehensive review in the February, 2015 issue of Hemmings Sports & Exotic Car magazine.
No more Ferraris from Hot Wheels: Maisto and Bburago bbag exclusive licensing agreement
Photo courtesy lamleydlm.blogspot.com.
For more than 15 years, fans of Ferrari die-cast had only one die-cast company to turn to for models of their favorites: Hot Wheels. But this is to change, and in fairly short order: May Cheong group, makers of the Bburago and Maisto die-cast lines, have inked an exclusive worldwide agreement to make Ferrari models, in a variety of scales, starting in January 2015. Mattel had previously issued a statement that its licensing agreement was ending, but its wording didn't make clear whether it was only on selected lines, or for the entirety of the Hot Wheels brand. Maisto/Bburago's statement clarifies things considerably.
There is some irony here, or at the very least a comeuppance. Bburago, then an Italian company, was the innovator of 1/18 scale collector models in the early 1980s, with subject matter relying heavily on home-market sports cars, like Ferraris. The makers of both the real and the replica Ferraris felt a kinship and, dare we say it, a shared national pride. But when Mattel scored an exclusive license with Ferrari in the late 1990s, Bburago's Ferrari tooling could no longer be used. That, along with the explosion of cost-efficient Chinese manufacturing, helped ensure that Bburago went under in the mid-2000s.
Bburago was purchased by the May Cheong Group of Hong Kong in 2005, and the name is slowly regaining its prominence. May Cheong Group sells cars under the Maisto name worldwide. Maisto models often remain toys, in the traditional sense, while Bburago-marketed models tend to be more collector-oriented.
The 1/18 scale game has moved on in the nearly-two-decades since Bburago had to stop making Ferrari models. It will be interesting to see whether the vintage tools will be revived, whether there will be a variety of new tools on offer, or, as we suspect, that some combination of both will be in play.
Short-term, there may be a paucity of Ferrari die-cast on shelves around the world as one contract plays out and another company gears up to make models; this could render some models a big deal on the secondary market, creating a shortage (however artificial it may seem).
Driving Impression: 1969 Pontiac GTO Judge Ram Air III 4-speed
Photos by author.
Note: I write up driving impressions of virtually every car I photograph, within a couple of days of the drive, so everything is fresh in my memory. Occasionally, because of the constraints of format, the prepared text doesn't run. Now, thanks to the joys of the blogosphere, it can.
This 1969 GTO Judge is a real Carousel Red Ram Air III four-speed Judge with A/C. The owner/restorer, Todd Hood of Tucson, Arizona, bought it in boxes and discovered that the included 400-cu.in. Pontiac V-8 was not numbers-matching. This freed him up to divert from absolute numbers-matching correctness and make driveline modifications as he saw fit, as well as some clever air conditioning mods. (You can read all about the nearly-invisible changes he made in the January 2015 issue of Hemmings Muscle Machines magazine.)
We drove Todd's car in the evening, after the photos were taken, and did not have a chance to try out his A/C mods; it was a cool enough night out that we drove with all of the windows down instead. At idle, everything simmers–it's a degree or two snortier than a stock Judge might be, but nothing that'll turn you head or make you cover your ears. Not so under acceleration: Even under partial acceleration, the exhaust lets loose a deep bellow, but open all four barrels on the Q-Jet and the ferocity of the engine note is only matched by the blur of the shoulder and median in your peripheral vision. Will you get caught because you're doing 85 in a bright orange GTO, or because the sound carries for miles in all directions in the open desert, alerting distant officers on patrol?
And the best part is, just when you think you're ready to shift out of fourth because you're cruising at 80 MPH and the engine is revving a little too hard … you can! The Legend five-speed is easy to shift, without being mushy, tactile without being taciturn. The shift action doesn't have the yards-long throw of yore, and makes shifting a pleasure. It's well-matched to the Centerforce clutch, which doesn't require a ton of leg muscle when changing gears. The addition of a fifth gear lends peace to the cabin, dropping revs by 1,000 in top gear at freeway speeds, turning the 3.55 rear into an effective 2.45–it lets you move faster, and feels utterly uncompromised. An added bonus: the lower revs drop fuel consumption. The owner reports achieving 17 MPG on a round-trip run between Tucson and Scottsdale–at 75 MPH, with the air conditioning on.
Indeed, once the acceleration party is out of the way, there is really no sense that you're driving a car that has been fiddled with or modernized in any way. Stand alongside it, and you'd have to have a keen eye to discern the 15-inch wheels and larger-diameter dual exhaust poking out beneath the rear bumper. The Parchment interior, with its oyster sheen, looks and feels as Pontiac's Morrokide did back in the day. The gauges remain deeply tunneled and hard to see in bright lighting conditions. The metal Hurst T-handle shifter is cool to the touch. Everything here, from the look to the driving position, is 1969 all over. Only the steering wheel feels odd–and that's because it's a standard-issue base wheel, rather than one of the factory upgrades that the restoration crowd love to hang off the column. The radio head unit is modern, but looks more vintage than it is, and speakers are hidden about the cabin in places that we didn't see.
And in truth, you'd be hard-pressed to feel the difference in most driving situations. The power steering hasn't been quickened with a more modern variable-ratio 'box–you twirl the wheel and the fronts track accordingly. The ride is marginally more secure with the 235-section Goodyear radials on 15-inch wheels, if only because bias-plies are generally so wobbly you feel practically at sea. We often sense that older radial-shod cars set up for bias-plies are tippier more in the corners, if only because radials secure you better in the bends and allow greater speed; but for whatever reason, this GTO didn't have that issue. Perhaps because it was a fresh build, with only a couple of hundred, rather than tens of thousands, of miles? Similarly, the brakes: functioning perfectly, but there's no feeling that you're going to bang your head on the rim of the steering wheel if you stop too quickly.
Many of the cars we feature in our Modified Muscle pages seek to behave and feel more contemporary. This is not one of those cars:The goal was to have excellent performance and a cool cabin, simultaneously. The feel of 1969, inside and out, was not an issue to be dealt with–rather, in its fastidious attention to detail, that feel was embraced. Todd Hood got it right on.
Influential Cars: What were the cars that really mattered in your life?
1964 Buick Riviera. Photo by author.
All of us have our favorite cars–cars we've known, cars we've owned, cars we've loved, cars we wish we could own. But what were the most influential cars in your life, good or bad, and why? What cars shaped your outlook on things automotive? My list is below. What's yours?
1973 Volkswagen Beetle. Photo by IFCAR.
1973 VW Beetle(s). I grew up in the back seat of a pair of them–both 1973s; one was white with no options save for an AM radio, and one was a red Super Beetle with every option including the air conditioning (with the CCCCOOOOOL sticker in the window) and automatic stickshift. It took ten years to understand why my mom had to shift her automatic, but the neighbor's 98 Regency had a lever you could plunk and go, with no more crazy hand jive. I cried when the red one was traded in on a used '79 Granada in '82, and I carried a legitimate grudge against my parents for decades for dumping the perfectly good 150,000-mile white one in '85. I fetishized Beetles for decades, until I had the opportunity to drive one. That opened my eyes real quick; the bloom is off the rose. But even that taught me: the proof is in the driving. It's a lesson that is recalled every time I slip behind the wheel of a stranger's car.
1971 Plymouth Satellite Sebring. Cropped print ad from author's collection.
1971 Plymouth Satellite Sebring. Mr. Miele, across the street, had an olive-green 318-cu.in. two-barrel coupe, with hubcaps, bench seat and a column shift. Nothing remotely sporting about it. But its shape was the first one that really had me look at a car and think, man, that's good looking. The cars in my neighborhood tended to have sharpish edges, and this one didn't. That fat C-pillar, those zaftig curves, that body-on-top-of-a-body look, the bumper that completely encircled the headlamps and grille … it made me think that cars were cool. Later, when I discovered that there was a Road Runner version, in cool colors and decent wheels and engines that made noise and power, I fell in love all over again. Had I not purchased my Mercury Montego all those years ago, I would have found myself a Satellite or Road Runner for sure (probably a Satellite, 'cause I'm equal parts poor and cheap). I saw another one just like Mr. Miele's this weekend at the local Goodguys event here in Scottsdale, except Cragars had replaced the stock wheels. So help me, I almost dropped a business card on the driver's seat.
1949 Jeepster. Photo by author.
Jeepster. In the spring or summer of 1976, when I was a boy of no more than six or seven, we traveled from suburban New Jersey to distant upstate New York to visit a college friend of my mom's. And she had a yellow Jeepster. I had never been in a soft- top anything before–my parents were far too practical, and they didn't really know the sort of people who bought convertibles anyway–and one sunny morning we went into town for a couple of errands, and for ice cream. I was on top of the world. For sheer car-ride-as-good-time machine, this Jeepster was my first.
1976 Chevrolet Impala Custom Coupe. Cropped ad from author's collection.
1976 Chevrolet Impala Custom Coupe. My grandfather bought it new in the spring of 1976, the last in a long line of full-size Chevys that dated to 1960, because he heard that they were downsizing the big Chevy for '77 and he didn't want anything to do with that nonsense. Dark green metallic, with tan interior and some sort of houndstooth- patterend burlap seating areas that, I don't mind saying, did a number on knees and elbows. His last car, and my first; I got my mitts on it in the spring of '87. My high school graduation present in 1988 was a set of white-letter Dunlop GT Qualifiers–235/60R15s. During one and a half years of high school and all four years of college, it was my steed, my ticket to freedom. Its two-barrel 350 was rated at just 145 horses–the absolute nadir of 350-cube small-block power. The 26-gallon gas tank didn't hurt too much when gas was a buck a gallon and minimum wage was $3.35 an hour. College buddies still regale me with tales about what went on with, and within, that car. Five years, 50,000 miles, and more speeding tickets than I can count (at least one of which I got out of because the short tires caused speedometer error!), I moved it along for what I paid for it; the money went toward insurance on my new buggy. I have a sneaking suspicion that mine ended up as RoboSaurus fodder at Englishtown Raceway Park sometime later in the '90s. Proof that the fun of a car goes beyond the performance attributes of the car itself, 'cause man, this Impala didn't have any. Part of me still wants to shoo my Dart out of the garage in exchange for a '74 or '75 Caprice ragtop in equivalent shape.
1996 Subaru WRX STI. Press image from author's collection.
1996 Subaru WRX sedan. At a press event at Pocono Raceway in 1996, I slipped behind the wheel of all sorts of things I had no business driving, from Land Rovers to extended-cab V10 Dodge pickups (which I accidentally spun coming out of the infield) and all manner of metal in between. Almost as an afterthought, I thought I would try something that Subaru brought along: a WRX sedan. It was silver, with gold wheels, and beyond the big lights and hood scoop, was the most unassuming little chunk ever. Truth be told, I wanted to try it because I'd never driven a right-hand-drive car before. But within 100 yards, I was hooked: as a performance car it was modern, felt tight, and offered power and grip like nothing I'd felt since. I decided there and then that if the WRX ever came to America, I'd buy one. And in 2001, I did. With 190,000 miles on the clock, it remains my wife's faithful daily driver. I don't care how many plastic bits fall out of the interior, I will be buried in that car, I love it so.
The Riviera's influential interior.
1964 Buick Riviera, 1946 Mercury convertible. An odd pairing, on their face, but both were cars I photographed for Hemmings Classic Car once upon a time. And both of them influenced my living space for about half a decade. (My once-Trading-Spaces- addicted wife saw any opportunity to get me excited about interior decorating as a plus, and encouraged me).
Driving the Riviera was an experience all by itself–it felt very Rat Pack, particularly the example I shot on the outskirts of Las Vegas. It was the first old car I'd driven that actually felt together–as if everything worked together for a singular purpose, rather than a mix of components doing what they needed to do. The interior was part of that: I wanted that relaxed feeling of leather and wood, with chrome accents, to help me wind down at the end of the day. It's not every car I'd feel perfectly comfortable driving 400 miles across the desert and into my garage. My current Dart certainly isn't one of them. But that Rivvie? Oh yeah. (It took a trip to Vegas, to meet the car owner in question, to express what I wanted to my wife. Once she sat inside, she got it. Happily). And so my living room was given a tannish leather-treatment paint on the walls, black wainscoting and chair rail, and a final, subtle touch: chrome. You know the 20-foot self-adhesive coils of wheeltrim molding you can get at the local Pep Boys? We pressed it into place where the chair rail met the wall; it's not nearly as tacky as it sounds. Even today, half a decade after moving out of that location, we still call it the Riviera Room.
Right-hand drive 1946 Mercury convertible. Photo by author.
I was less inspired by driving the Merc, but just as influenced by its color combination: creamy yellow with a deep red leather interior, a combination that I never would have dreamed of, yet which looked darned good in person. I decided that this would work for my dining room–yellow walls, maroon carpet. With the existing real wood accents around the place, it worked out well. Someday, when the time for paint is upon me in our place in Phoenix, I hope to try out one theme or the other again.
Oldsmobile, Ford and the rebirth of front-wheel drive
The 1966 Oldsmobile Toronado, featuring front-wheel drive. Photo courtesy James Joel.
There were parallel experimental front-wheel-drive programs operating at Ford and Oldsmobile in the late 1950s—though the two outfits arrived at a similar conclusion from very different directions.
GM launched development of the "Senior Compact" line in the midst of the Eisenhower recession, and divisional engineering boss Andrew Watt and assistant chief engineer John Beltz pitched that Olds's version feature front-wheel-drive—a feature that would aid the smaller car's interior room.
Engineer Fred Hooven, who had a rich engineering career before joining Ford in 1957 and who held patents in fields as diverse as avionics, photographic typesetting and automotive suspension systems, believed that the advantages of front-wheel drive spoke for themselves. Hooven applied for, and was issued a patent for a front-drive package with a longitudinal engine and a transmission alongside, with one of the driveshafts passing through the engine sump. Ford spent $3 million creating front-drive 1961 Thunderbird prototypes, before canceling the program in 1960.
The rear-drive, production 1961 Thunderbird. Photo courtesy Alden Jewell.
Other false front-drive starts for both Ford and Olds were on the horizon, and you can probably lay that at the feet of the hyper-successful but utterly conventional Ford Falcon, a car that outsold every other compact in the wave of compacts for the early '60s. Perhaps as a result, the Olds F-85 prototypes running around by the spring of 1960 were all rear-wheel drive.
Ford, meanwhile, was working on Project Cardinal, an all-new, sub-Falcon-sized, V-4-powered front-driver to compete more directly with Volkswagen, but Lee Iacocca, surmising that it could hurt booming Falcon sales, convinced Henry Ford II to abandon it at the eleventh hour. Henry instead sent Cardinal to Ford Germany, where it launched as the new Taunus 12M. Though built overseas, all of the development and styling work was done in the U.S. Some could see the Taunus as the first postwar American front-driver, despite the country that assembled it.
German market 1963 Ford Taunus, the first Ford to feature front-wheel drive. Photo courtesy Alden Jewell.
And so, finally, we get to the Toronado, a car that made a positive out of two unhappy situations at Oldsmobile (the division's extensive front-drive experiments had gone unproduced, and at the same time, Olds lost out on the bidding for the car that became the Buick Riviera). When Ed Cole decided that Olds should have its own personal luxury car, the wheels were set in motion.
Destined to share chassis architecture with the forthcoming '67 Cadillac Eldorado, the engine was longitudinal, in case Cadillac's in-development V-12 came through. (It did not.) The engine was offset nearly two inches, and the transaxle was an engineering marvel: Dubbed TH425, and based on the new three-speed Turbo Hydra-Matic introduced for 1965, it was turned 180 degrees and mounted to the left side of the engine block. The variable-pitch torque converter was attached to a short pre-stretched, two-inch-wide chain (chosen over belt- and gear-driven systems for both durability and silence), which activated the transmission.
The equal-length half shafts, with telescoping inner CV joints, had been patented by John DeLorean for use in the rope-drive Tempest in order to resist accelerative squat. In the Toronado, they helped eliminate torque steer. The passenger's-side half shaft used a rubber damper to absorb vibrations. The whole unit took little more space in the engine bay than a conventional engine by itself.
The 1961 Oldsmobile F85. Like the Ford Falcon, it remained rear-wheel drive. Photo courtesy John W.
And the rest was history: The Toronado launched in 1966; the V-8-powered Cadillac Eldorado launched a year later. By the end of the first-generation's life at the end of 1970, nearly 90,000 Eldorados and 125,000 Toronados were built—not exactly sales-breaking stuff. They were jointly redesigned for 1971, and together the pair remained GM's, and America's, only domestically built front-wheel-drive cars until the late 1970s (save for the GMC motorhome, which shared the second-generation Toronado's driveline and which isn't really a car anyway).
The GM personal-luxury siblings were outliers, and are all the more interesting for it. But it's ironic that front-wheel drive, understood today to be a paragon of packaging efficiency, was by 1978 installed in some of the biggest, heaviest, thirstiest cars on sale in America.


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fountain base does not have a hole to hide cord
I bought a used concrete fountain from an ad. The fountain is 5 feet tall with two doves on top. The only tier sits on a concrete base. The concrete base does not have a hole going through it. It has one tier, a basin for the pump and doves on top of the basin that water shoots up from. My issue is that the there is no hole for the electrical cord to go through the base and plugged into the out let. the seller had the electrical outlet coming out of the side of the fountain with the cord dangling down from the tier. The fountain was a great deat at $125.00 but now I am wondering if I am missing a piece of the fountain or if some fountains do have cords hanging off of them verses coming out from the bottom. Do you think a piece is missing from the fountain? Is there a good website that shows where the cord comes from? Do you have any ideas how you would disguise the cord. Would you drill through the base. I am going to use a solar pump for this fountain and I can work with your ideas. I have googled my heart out, help!
Around here mechanics have only two tools in their tool boxes, duct tape and WD40. Duct tape for fixing things that move that aren't supposed to move, and WD40 for fixing things that are supposed to move, but don't. And this sounds like a job for duct tape.
Since it's old I wouldn't take a chance on cracking it by drilling through the base. I would use it as is and just try to locate it where one side can be disguised so the cord won't be so noticeable, like near a building or some plantings. You can also run the cord over the edge of the basin and down one side and tape it to the base so it's not waving around in the wind. You could disguise it further by painting the whole kit'n'kaboodle with some concrete paint, including the cord and any tape you use, so it looks like it's supposed to be there.
Seamommy, You are the Best!!! Duct tape rules!!! I wish you could see the smile on my face. I have been so discouraged that the whole thing is laying in sections on my compost pile. I wanted the fountain for the center piece of my rose garden so there is no wall or planting that would work to hide the cord coming off the fountain. But some duct tape and some creative concrete painting and I am good to go. Thank You!!!
Does your fountain have a drain hole and a rubber plug in the drain hole? They actually make a split rubber drain plug that a submersible pump cord goes through and seals tight so the water doesn't leak out. In my case, I found the manufacturer and was able to get a replacement drain plug from them.


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Does my violet look damaged?
I bought this violet on spring break this past March. It had flowers when I bought it, but before I could get it back to my college dorm room, my cats got to it and chewed up a bunch of the leaves. I cut off the damaged leaves and left the unharmed ones once I got back to school. It didn't bloom for the rest of the school year, but it bloomed again from May-August.
The problem is that it hasn't bloomed since mid-August. The last bloom from summer was coming up when I went back to school. It says in the FAQ that I probably just need to fertilize it, but in looking at it, I can see that it's a lot lighter than most pictures of violets I've seen, and I'm wondering if it's damaged. I can't keep it out of direct sunlight all day because my dorm only has the one window, but the maximum direct sunlight it gets is shown in the picture. That's only for a couple of hours a day; is it too much? It puts out new leaves constantly, just no flowers.
I water from the bottom up and the sill is between a radiator and the window so it stays between 60-70 there, so I don't think that could be the problem. If it is just a case of needing fertilizing, can anyone recommend a safe blooming fertilizer for violets?
Here is another picture that better shows the color: http://i48.tinypic.com/2m31d01.jpg
As you say you've had it since March, repotting it in fresh soilmix will probably do it a world of good. You can pull off the yellowing leaves and set it down into its (clean!) pot just lower enough to cover the bare stem.
If you pick up potting mix for AVs it's a good idea to also pick up some Perlite to add to it to lighten the texture of the "soil". Most potting soil mixes are on the heavy side (lots of peat) and will soak up too much water and stay wet longer than might be good for them if you're not careful.
If you pick a brand such as Miracle-Gro it's laced with fertilizer so you wouldn't want to add additional food right away. Otherwise "which brand of fertilizer to use" will get as many different answers as the number of people you ask :) Most any All Purpose or AV specific fertilizer will do - the main thing is to use LESS than it says! I think they want you to buy more sooner and the doses are too strong. (IMHO) Try half the strength recommended on the container or even 1/4th at first. You can always strengthen it later but you can't "take it back" so easily.
All About African Violets is a Podcast that just did a video of repotting a plant this size (or a little bigger). #25
Episode 8 might also be a good one to watch as she repots a plant in mix that needs to be lightened and shows how she goes about it.
Here is a link that might be useful: All About African Violets
Actually, your violet looks pretty good. It probably does need, at a minimum, some fertilizer. That will green up the plant. Think of fertilizer as food. Without adequate food, the plant will just operate at survival level (no blooms).
Repotting the plant is an easy way to get it more nutrients, but you'll still have to eventually start a fertilization plan.


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Battles » Pre Time Skip Kakashi Vs Naruto & Sasuke, Gaara & Neji
@GIRUGAMESH: Well I guess i'll agree with that last sentence.
@GIRUGAMESH: Well I guess i'll agree with that last sentence.
How is someone with continental level kicks beating two large planet level guys.
By making baseless opinions :D
@SonNeko: Namek and Vegeta, what i meant by slow was slow enough for it not to be instant the moment the blast hits.
The stronger the attack the bigger the explosion, and he didn't seem to be trying to get away.
Punches and ki blasts aren't the same thing.
It's an example, like Vegeta getting hurt from mere planet busting attacks that in reality is actually large planet level.
I think that by that "showing off and all" that he meant the planet busting, not the attacks.
Busting the planet slowly to show his greatness.
Because the technique that required charging doesn't explode on impact.
Nope, the stronger the attack does not mean the bigger the explosion, otherwise Frieza wouldn't be hurt from mere punches from Goku.
Near the start "Frieza always liked to show off".
Like the said, for the sake of making things cooler, if you can't take the reason then i'll try to go into depths.
- Bills stated the Frieza did like to show off.
- He doesn't like to get caught up in the explosion of the planet.
- That was frieza first form, final form did the same because he was exhausted against the fight with Goku.
- Dr. Gero also took time to charge a city busting attack, it may also be a inconsistency, that's why most DBZ debaters rely on powerscales.
@SonNeko: You don't THINK, but there is enough proof to speculate them being able to do it.
- 18,000 being able to bust the planet at full power should be able to spam moon level attacks since I don't see special beam canon at 300 repelling a casual attack from this Vegeta.
- The gap from 400 to 18,000 is dirt compared to the gap from 18,000 to 1,000,000+
- Therefore the team at this point CAN spam planet busters.
@SonNeko: Because Heracles wasn't shown to tank even continental level attacks? Let alone a spam of planetary level attacks.
The level of the attack matters the most, otherwise buu wouldn't be so afraid of Vegito.
Here is what makes me say that Vegeta is already a planet buster at 18,000.
Piccolo at 400 busted the moon, he busted it with its whole aoe, if it was only the core there would have been big bits of rock left and it shouldn't have exploded instantly.
Even a meteor the size of a moon can bust the earth, but Vegeta is at 18,000, and there were no implications that he was targeting the core because as we can see, galick gun explodes on impact of non ki things, thus Vegeta at 18,000's galick gun having the aoe of the earth.
@akronawol17: Proof? My powerscale has no flaws, all you say are your opinions without feats to back it up.
@SonNeko: I meant Vegito and Buuhan.
Jiraya was only 3 tail level without sage mode.
Base Jiraya >>>> Pre timeskip kakashi.
It was stated and Kakashi agreed that Haku was stronger than Zabuza, since Kakashi and Zabuza were even at that time, Haku should be above Kakashi.
@SonNeko: So does buu, yet he got owned by a much stronger being, I don't think regen matters if the being is much stronger than you.
What is Heracles's best tanking feat? Like i said, I don't think he's gonna regenerate from multiple planet level attacks.
@SonNeko: Heracle's wouldn't even be able to dent Ginyu with that level of power, even team rocket's ship can explode things to outer space LOL, what kind of things?
I don't think Heracles is tanking two planet busters, let alone spam planet busts.
They should win with difficulty in the first scenario, and win handily in scenario 2., I don't think kakashi's beating such a strong combo specially when Haku was stronger than Kakashi and Sasuke lasted against him.
It was Gaara > Neiji >> Sasuke at that time ( Pre-Chunnin ).
Gaara's shukaku partial transformation could also prove to be troublesome.
I don't know what you guys are arguing about, if you're going by feats without powerscale then Heracles is country level at best, one can be stronger at DC and weaker in durability, however it doesn't work like that in DBZ, the instances that shows DBZ chars being hurt by little things like rocks are obviously there for the additional effects, I don't see the logic Goku being 100,000,000x weaker ( Tanking a bullet ) getting hurt by a rock at SSJ, if you guys try to use that as evidence, you're obviously being desperate, in reality if you base on powerscale, I don't think Piccolo's special beam canon at 400 ( The one that busted the moon ) would even affect Nappa, neither do I see Vegeta's strongest attack at 18,000 ( Earth busting ) affecting someone in the million league, both of these guys on the battle has atleast planet level durability.
Piccolo busted the moon at 400, it makes sense for Vegeta at 18,000 to be able to atleast bust a planet the size of earth, and there is Goku's powerlevel sensing feat to back it up since he could tell if Vegeta was bluffing.
Both of these guys at namek saga are already above 1,000,000. Heracles gets obliterated in bloodlust, he may last a second longer without it. There's no proof that Vegeta and Piccolo can't breathe in space, I don't think there are oxygen in space pods.
Oh sorry, I didn't see namek saga, I thought this was saiyan saga LOL. The team takes this pretty handily if that's all Heracles could tank.
@othus12: What is Heracle's best tanking feat? Does the regen have no limit? So this is basically Nappa level opponent with buu level regen.
I don't know about Goku, but there is no proof that Piccolo and Vegeta can't breathe without oxygen.
They don't have planet level durability though so I say heracles stomps unless bloodlusted, Piccolo and Vegeta can just spam moon level attacks, and I don't think Heracles can tank 10 moon level attacks per second for a minute.
Ololol laxus ish lightning speed, laxuz > enel cuz dragon lololol
I don't think it works that way, Trunk's weaker attack at ASSJ obliterated imperfect cell with the same cellular regen, while the same attack won't work on perfect cell (Same with Bills who should have no hax regen ), the self destruct is supposedly stronger than that weaker attack, therefore regen doesn't matter.
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To Want "But LIttle": Reflections From a Second Grade Classroom
Tag Archives: uppity women
I Have a Voice (And You Do Too)
Posted on 01/09/2013 by ErikaChristakis
My son asked me last night if there is still a role for feminism in the 21st century "with all the progress we've seen." Of course! I told him. Steubenville, Ohio and New Delhi, India are surely proof enough. But … Continue reading →
Posted in My story, Women-related | Tagged andrew sullivan, finding a voice, finding your voice, free speech, i have a voice, internet trolls, online trolls, sexism in media, TIME.com, uppity women, women | 25 Comments