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Getting Here (83c)
- This page describes our old space at 83C Wiese Street. Our old space is now closed. For our current space, see Getting Here.
The first Noisebridge space was located at at 83C Wiese Street San Francisco, CA 94103-5920, (37.76527 N, 122.42050 W). Noisebridge is located between 16th and 15th Streets and Mission and Valencia Streets, 60 meters (200 feet) from the 16th Street/Mission BART station. In September 2009, Noisebridge moved to 2169 Mission Street.
If you are new to the idea of hackerspaces, it's recommended you review our visitor advice.
Public transit
The BART system provides service from around the San Francisco Bay Area, including connections to San Francisco and Oakland International Airports and the Caltrain and Capitol Corridor commuter rail systems. The nearest airport is San Francisco International (SFO), 25 minutes by BART. BART service ends around midnight each day, depending on line and direction.
From within San Francisco, 16th and Mission is served by the Muni bus network. Some, but not all, Muni lines run 24 hours a day. Lines that pass particularly close to Noisebridge are:
16th and Mission is a 10 minute walk from the Church St MUNI Station, served by the Muni light rail K, L, M, and T lines underground, and the J, N and F aboveground. (When riding the J Church line, it is slightly closer to exit at Church and 16th rather than Church and Market.)
You can get real-time bus arrival information from NextBus. You can plan a detailed public transit itinerary with 511.org.
See the official San Francisco bike map for bike directions to Noisebridge. Noisebridge can be found in the center-right portion of this map.
Note that Valencia Street is an official route of the San Francisco Bicycle Network, with designated bicycle lanes in both directions. Noisebridge has a bike rack inside capable of holding five bicycles at a time. For security reasons, storing bicycles inside is preferred; if there isn't space, bicycles could be parked outdoors (with caution), perhaps locked to a bike rack on Valencia between 16th and 17th, or attached to a parking meter along 16th. There may be a relatively high incidence of bicycle theft in the vicinity of 16th and Mission.
Street parking in the area is difficult, since the 16th and Valencia area is a popular entertainment district. There is no parking available on Wiese Street. There is a commercial parking garage at 42 Hoff Street (Hoff Street is immediately across 16th Street from Wiese). Several BART stations outside of San Francisco city limits also have parking available. The driving directions below are to Noisebridge itself; if you'll need to park, you may prefer driving to the garage on Hoff instead.
East Bay
From the East Bay, take I-80W (across the Bay Bridge) to US-101N, exit at Mission (you will be going north on Mission at this point), right on South Van Ness, right on 16th, right on Wiese.
South Bay
From the South Bay, take US-101N, exit at Vermont, left on Vermont, left on 16th, right on Wiese.
Alternatively, take I-280N towards San Francisco and exit at San Jose Avenue, follow it to the left as it turns into Guerrero Street, right on 16th Street, left on Wiese.
North Bay
From the North Bay, take US-101S (across the Golden Gate Bridge). Continue on US-101S within San Francisco (local San Francisco streets signed as US-101S are Lombard Street and then Van Ness Avenue) until it crosses Market Street and becomes South Van Ness Avenue, then follow South Van Ness, then right on 16th, right on Wiese.

subset: commoncrawl


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You want to know what is the best place to live. With the Life Quality Index, or LQI, we make it a lot easier to decide which place is better to live.
The LQI is calculated by combining all our data on transportation, safety, health, affordability, entertainment, demographics, leisure and other essentials for everyday life. All our data comes from very reliable sources, like the MTA, NYPD, Google, Socrata, Foursquare and the U.S. Census to offer you the best information to find the right place to live.
You want to be free to go wherever you want, when you want. So in our LQI we use all the available data on public transport, taxi services, parking places and the distance to the city center or the next borough when calculating the livability of a place.
Life is all about the small things, so if you have everything you need nearby, then that is a great plus! When we calculate the Daily Life for the LQI, we take everything into account. Ranging from the distance to the nearest convenience stores and places of worship to Wi-Fi Hotspots and financial services.
You want to feel safe in your new home, so in the LQI you will be able to find all our data on crime levels and the nearest police and fire stations for that particular place.
Health is important to us all. In the LQI we include everything related to your well-being: the proximity to health and medical facilities, but also pollution levels, the proximity you live to busy truck routes or factories, and even the number of noise complaints.
When you have time off, you want to relax and have fun. So the closer to sport facilities, beauty salons and spas, running tracks and interesting places, the better.
Let's face it, what would life be without restaurants, bars, cafes, museums and other entertainment venues? That's why we include it in our LQI.
We use data on demographics to calculate our Life Quality Index. We all want to feel welcome in our community and at home in our neighborhood. Things like average income, education levels, and poverty index are all taken into account to create the LQI.
Place I Live is a useful tool which aids people in finding data about neighborhoods. Take a look at the maps, graphs or Life Quality Index ratings to know more about such spheres like safety, transportation and others.
The page contains the collected timely information about 60707 area in Chicago. You can view the different categories in the map – it will show you locations near you, probable things to do and interesting data about 60707 district.
|Bird`s eye
The information can help you in daily life or on real estate decision in 60707 area. After viewing this you will also be able to find possible spheres of improvement in the area. For more detailed information you can look at the house profiles or you can compare the statistical data with the data of Chicago. You can sign up for updates in order to always stay on track with the data changes and of course your input in the comment section about 60707 is always welcome.
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Our Values
- Excellence | To maintain the highest levels of professional, intellectual, organizational and operational standards and service at all departmental levels through continuous improvement and innovation.
- Integrity | To be fair, honest and just in business dealings and in our relationships on campus and beyond.
- Student success | To be guided in all our endeavors by the university's academic priorities and the objective of student achievement.
- Collaboration | To recognize and honor the importance of partnerships and teamwork in achieving the university's mission and in developing new ideas and strategies for success.
- Diversity | To celebrate and respect our differences and to recognize and appreciate how those differences provide insights and perspectives that contribute to attaining our mutual goals.
- Transparency | To embrace openness and accountability at all levels and in all aspects of the enterprise, from financial transactions to communications to disciplinary actions.
- Positive, supportive work environment | To achieve and sustain a work environment that is inclusive, rewards individual and team efforts, fosters self-esteem and personal growth, promotes cordiality and instills professionalism.


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Financial Assistance
The Y is committed to helping everyone achieve their potential. Financial assistance, to the extent possible, is available for those needing assistance in paying for the full cost of a YMCA program or membership. Please ask for a confidential scholarship application at the Welcome Center at any branch. All Y members receive the same membership benefits, regardless of scholarship assistance.
Financial assistance is available to anyone based on family income, a number of household members, and the availability of Y funds. It is provided fairly and openly on a first come, first served basis.
How to Apply
For Membership:
Stop by the Welcome Center at your YMCA. To process your application, please provide the following information:
- Copy of last year's tax return
- Copy of 3 current pay stub or
- Copy of social security or disability check
- Letter stating why you need assistance
- Membership Application (download PDF)
- Confidential Financial Assistance Application (download PDF)
The Y will review the application to determine your financial assistance eligibility, and you will be contacted by your local branch if your award has been approved.


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I had the opportunity to interview Jos de Blok from the Buurtzorg Dutch nursing company, which is described as a great « Opale company » by Frédéric Laloux (cf his book Reinventing organization)
Can you explain the reasons why you have created Buurtzorg?
I worked for 16 years as a nurse. I was very critical about the way our job was organized. Quality was getting worse and worse, the client's satisfaction was decreasing and the expenses were increasing.
The management were not supporting the quality. Managers were very busy with the management, and not considering the interests of the patients.
I thought it was possible to do it differently and much better, with lower costs and better job satisfaction for nurses. I left my job and developed a new model based on completely different principles:
- autonomy of nurses
- flat organisation
- low back office cost
- smart IT system: integrated IT system for exchanging information
Karen Monsen wrote an article on your company, analysing it as the Design Thinking approach, that you posted on your website http://www.buurtzorgusa.org/wp-content/uploads/2016/03/2013-Buurtzorg-Creative-Nursing.pdf Did you think about Design Thinking when you created your company?
No, I didn't know Design Thinking. What I did was just common sense.
What are the difficulties you had to face at the beginning?
I didn't encounter many difficulties. I had a lot of support from the start, by talking and explaining my vision, getting the required contract from the Dutch health insurance. Everybody could see that the traditional system was not working well, there was a lot of frustration. People were ready to try something different.
I developed the organization in an organic way with the same values that I had at the beginning. There are teams of 10 or 12 nurses working in the neighbourhood. They organise everything by themselves. They now have 815 teams taking care of the patients.
At Head Office, we have the Back Office, the Administration: 35 employees, including 18 coaches who support and advise the nurses. There is no management system. The teams report to themselves. All the results can be seen in the system. There is a social control of the team. We do not have any manager.
What is your role?
I ensure that the principles are kept clear, that we do not create any bureaucracy. I focus on continuity, I try to avoid obstacles and I find ways to inspire the nurses. There is a lot a freedom and autonomy. We have been nominated Best Employer for 5 years.
What are the key success factors of your company?
I don't make this kind of list. There is no KPI. We just listen very carefully to what is happening in the field and we keep our principles.
Do you think it is possible to change the culture, the organisation and the management practices of a traditional company or is it necessary to start from "scratch"?
I believe that it is more difficult to change an organisation and its culture as opposed as starting from "scratch" but it is possible. Many Dutch companies get inspired by our way of working. The CEO has to be convinced and the Design Thinking approach can help.


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Migration Law and Practice
|Grad Dip New Area of Study
|Lowest selection rankThis selection rank indicates the lowest ATAR plus any applicable adjustment points to which an offer was made to a domestic recent school leaver for the Autumn 2020 intake. Different entry requirements apply to international applicants and non-recent school leavers. Select the course you are interested in for further information.
|Graduate Diploma in Migration Law and Practice
|N/AN/A means that entry to this course is based on selection criteria other than the ATAR, OR that the course is not offered to current school leavers, OR this is a new course for which there is no ATAR data available.
|N/AIntake information will be available in the future


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SOUTH BERWICK, Maine — The Marshwood High School wrestling team does not believe in letdowns. Monday it turned belief into practice.
Coming off a huge win at the 20-team Michael J. Baker Wrestling Classic this past Friday and Saturday in Essex Junction, Vt. — which included Maine rivals Massabesic and Noble — the Hawks handled two Class A opponents in their final home meet of the regular season.
Marshwood, the defending Class A champion, pinned Biddeford, 57-19, and Sanford, 69-9. Biddeford beat Sanford, 42-36.
"We've beaten both these teams before, so we knew we had a pretty good shot," said Brett Gerry, who went 2-0 at 182 pounds and was one of the Hawks' two winners in Vermont, also at 182 (Cody Hughes was the other winner at 152). "We needed to not mess up. We had some tough matches. We basically had to do our job, don't screw up and give them any matches."
Multiple winners of contested matches for the Hawks included Gerry, Eric Glidden (120), Jackson Howarth (152), and Luke Howarth (170).
Marshwood jumped out quickly in both matches. They led the Tigers 57-3, before giving up the final 16 points. Against Sanford, the Hawks led 45-0 before the Spartans registered their first points, a pin at 195 pounds by Andrew Moriarty.
"We didn't wrestle well today," said Sanford coach Nate Smith. "We're young. I have four freshmen in the lineup, so hopefully they learn. It's not that we lost tough matches, we lost against (Biddeford) kids we can beat. We gave a better fight against Marshwood. Sometimes we wrestle at the level of our opponents, instead of wrestling tough against easier teams. We're wrestling kind of loose."
Marshwood had 10 pins against Sanford: Biruk Moore (113, 54 seconds), Glidden (120, 3:30), Owen Foye (126, 5:24), Killian Murphy (132, 1:00), Mason Lynch (138, 1:07), Nick Janes (145, 5:00), Hughes (160, 3:13), Luke Howarth (170, 1:47), Gerry (182, 4:31) and Eric Pratt (220, 2:42).
Jackson Howarth won at 152 over Jake Dexter, 6-0.
"We came out and did the same thing that we always do," Janes said. "We were really aggressive, and then when we get kids on their backs, we keep them there."
Sanford's other win came at 285 when Zach Courcy stopped Marshwood's Jeremy Perschy, 5-2.
Marshwood had six pins against Biddeford, coming from Elliot Allen (113, 3;12), Glidden, Tyler Davidson (126, 1:31), Sam Hebert (138, 3:36), Jackson Howarth (42 seconds) and Luke Howarth (1:25).
Gerry won a tight match over Biddeford's Derek Vermetti, 6-4. He needed a third-period takedown to pull out the win.
"It was close. He's a tough kid," Gerry added.
Marshwood bumped up a few kids and had some JVs wrestle well.
"I thought our guys wrestled well," Marshwood coach Matt Rix said. "Sanford was at that tournament. I think they looked a little tired. I was able to get some JVs in and rest up some kids who were banged from the weekend. They wrestled well. Our JV team took second place over at the Southern Maine Classic on Saturday."
Hughes, last year's outstanding wrestler at the Class A meet, is getting healthier, but is still wrestling with a mask to protect his mouth. He loosened some teeth in the preseason running into a wall.
Marshwood finishes up the regular season Saturday against the host Rams, Massabesic and Noble. On paper it looks like it could be a must-see meet coming one week before the regional meet set for Feb. 2 at Marshwood.
"I'm hearing they're sending their B teams," Rix said. "Those are league matches and they should come first."
Rix was also disappointed that Marshwood did not have scheduled dual meets on a Wednesday with either Noble or Massabesic.
"Those are the duals that we should be having," he said. "When you make a schedule, you say these are the matches that need to happen — just for spectator purposes. It's not doing the sport any good. (Massabesic or Noble) would be a great dual, win or lose."


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Email From Wife's Account Shadows Calif. Treasurer
California state treasurer Bill Lockyer is used to the public spotlight. Just not like this.
After a political career spanning four decades, Lockyer is drawing attention not for his job but for his marital troubles, his wife's substance abuse and her claim that she was roughed up by an ex-boyfriend at a motel room.
And with each new development, the story has taken ever stranger turns.
An email last week that appeared to be sent from Nadia Lockyer, herself a promising San Francisco Bay area politician, went to a newspaper, accusing her husband, a former state attorney general, of supplying her with drugs.
"I simply can't bear this any longer. Goodbye to everyone," the note read. The newspaper, fearing for her safety, called police.
Nadia Lockyer, 40, didn't harm herself and her husband, 70, denied the allegation. Federal and state authorities will not say if they're investigating, but the state attorney general's office took over the probe of the incident involving her ex-boyfriend.
Despite it all, Bill Lockyer has "remained focused on doing the job he was elected to do," said his spokesman, Tom Dresslar.
The saga, nevertheless, has been a distraction for an office that oversees tens of billions of dollars in bond sales and other state investments. And it threatens to imperil not only Nadia Lockyer's political future, but tarnish one of the state's longest serving political figures.
"It's hard to follow this story and not think there's something very disturbing going on with her," said Bruce Cain, a University of California, Berkeley political science professor.
Bill Lockyer and Nadia Lockyer, a public interest attorney, got married in April 2003 and have an 8-year-old son, Diego. She is four years younger than Lockyer's adult daughter, Lisa, from a previous marriage.
They live in Hayward, roughly 15 miles southeast of Oakland. In November 2010, she won a seat on the Alameda County Board of Supervisors. Her husband transferred about $1.5 million from his campaign committee to hers, enabling her to run an aggressive campaign.
Nadia Lockyer reportedly considered running for the state Assembly before her marriage, then switched to a bid for supervisor.
"Her future took a very fast rise, and you have to acknowledge that the money bought her exposure," said Larry Gerston, a political science professor at San Jose State University.
Yet the couple's romance is the sort of thing that has dogged Bill Lockyer since he first won a seat in the state Assembly in 1973.
"It's stuff like that that's kept him from running for governor or U.S. Senate. He's said outrageous things, led an unconventional personal life. I think he's stayed at the level he's stayed because if there's intense scrutiny on him, people might find out," Cain said.
Still, Lockyer has been one of California's most influential, if lesser known, Democrats. Described as mercurial and blunt, he has served as attorney general twice. And in his 2010 re-election TV advertisement for treasurer, he promised voters "straight talk, no bull(hash)(asterisk)+!"
Lockyer is now preparing to seek the state controller's office in 2014, when term limits will push him out of the treasurer's office.
But his personal life seems to be unraveling, along with his wife.
Nadia Lockyer had substance abuse problems and went to a rehab facility in 2010 within a few weeks of her election. There, she met and began an affair with Steve Chikhani, according to the San Jose Mercury News.
In February, she claimed Chikhani, whom she was no longer seeing, assaulted her in a Bay Area-hotel room. The alleged assault happened days before she checked herself into a treatment center to recover from her injuries and a chemical dependency.
The Mercury News published photographs of her bruised forehead and neck. She said the she and her husband took the photos two days after the alleged assault. No charges have been filed.
She later returned to her position, apologizing and saying that she was "glad to be back on my feet."
As recently as last month, the couple spent a few days apart, with Nadia Lockyer staying at a hotel, Dresslar said. The spokesman also confirmed reports in the Mercury News that Bill Lockyer went to the hotel to get receipts for his wife's stay.
"As we speak, they are" living together, Dressler said.
And then, last week, the email was sent to the Mercury News.
"I cannot bear the torture of Steve Chikhani's harassment in my life any longer," according to a message from her personal account. "My son has suffered far too much and his harassment is now unbearable," it read. "I am the victim of a violent crime - yet he is still free and we suffer."
She added: "Bill bought and gave me drugs years before meeting Steve, then called me crazy when I sought help."
She later told a Bay Area News Group reporter that she never intended to harm herself but had planned to leave town to escape from Chikhani. She wrote part of the email, she told the reporter, but claimed the portion accusing her husband had been added by someone else.
Neither Nadia Lockyer nor her staff returned telephone messages seeking comment.
Adrienne Dell, Chikhani's attorney, said he never assaulted Nadia Lockyer, isn't harassing her now despite her claim in the email and hasn't hacked into her email account. He has been in a residential treatment facility for nearly two months.
Chikhani only has limited, supervised access to telephones and computers, she said. He also does not have any knowledge that the elder Lockyer provided his wife with drugs, Dell said.
"I think she was distraught and, when people are distraught, they do things that they don't ordinarily do," Dell said.
Aside from the damaging disclosures of drugs, alcohol and an extramarital affair, the Lockyers have both been harmed by the haphazard way she has responded, said Gerston, the political analyst.
"It's a sad event," he said. "There's no winner in this."
Associated Press writer Judy Lin in Sacramento contributed to this report.


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DETROIT – The Michigan House approved a bill Thursday which will allow Mike Ilitch, owner of the Detroit Tigers and Red Wings, to bring a new $650 million development project to downtown Detroit.
Ilitch's proposal includes retail, shopping, housing and a new events center which would serve as a new arena for the Red Wings. The bill gives the Ilitch Organization a leg up on the proposal.
Read more: Ilitch's $650M development proposal is more than new arena
It would allow the Downtown Development Authority to continue to capture money -- about $12 million -- to help pay for infrastructure needs associated with the proposed project.
However, some Detroit Democrats say the bill would rob the school aid fund. They say it needs to be reevaluated. The Senate already has passed the bill.
Read more: Senate OKs bill to help build new Red Wings arena
The bill now will head to Gov. Rick Snyder for his signature.
Christopher Ilitch, president and CEO of Ilitch Holdings, Inc, also released this statement on Thursday:
"The Ilitch organization would like to thank the Michigan State Legislature for passing HB 5463 today. In particular, we would like to thank the bill sponsor, Representative John Walsh (R-Livonia), Speaker of the House Jase Bolger (R-Marshall) and Majority Leader Randy Richardville (R-Monroe) for their efforts in passing this legislation that will have a significant impact on the creation of a catalytic economic development in downtown Detroit that all Michiganders can be proud. We look forward to continuing our work with the public sector to make this public private partnership a reality."
Construction of Joe Louis Arena was completed in 1979. The construction cost $57 million. The city of Detroit owns the arena while Olympia Entertainment operates it.


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Who was a soldier, conservationist, athlete, philosopher, adventurer, Nobel Prize winner, scholar, teacher, visionary, father and President of the United States? Teddy Roosevelt. He is well known for his personality, range of interests and variety of achievements. See the 26th president come to life Saturday at Sycamore History Museum's annual inter fundraiser.
Re-enactor Derek Evans will perform Theodore Roosevelt. Evans tours nationally and appears regularly at the Visitor's Center of the White House, the Body Politic and the Court Theater. His performance highlights Roosevelt's inner commitment to family values and protection of the environment, while making surprising connections to the present day.
"We are very excited to have Derek Evans as Teddy Roosevelt come to Sycamore. He has an amazing background and has performed for numerous groups throughout the country, including the White House. Sycamore is in for a big treat during this fundraiser," Michelle Donahoe, executive director of the museum, said in a news release.
In addition to the presentation, there will be a silent auction, desserts, coffee and cash bar sponsored by Taxco.
The event will be held at St. Mary's Parish Activity Center, 322 Waterman St., in Sycamore. Tickets cost $15 and can be purchased at the museum or the Sycamore Chamber of Commerce. Doors open at 6:30 p.m. and the presentation begins at 7 p.m.
For more information, call 815-895-5762 or visit www.sycamorehistory.org.


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To borrow a line from Depeche Mode, death is everywhere in "Skyfall." James Bond's mortality has never been in such prominent focus, but the demise of the entire British spy game as we know it seems imminent, as well.
Still, this 23rd entry in the enduring James Bond franchise is no downer. Far from it: simultaneously thrilling and meaty, this is easily one of the best entries ever in the 50-year, 23-film series, led once again by an actor who's the best Bond yet in Daniel Craig. So many of the elements you want to see in a Bond film exist here: the car, the tuxedo, the martini, the exotic locations filled with gorgeous women. Adele's smoky, smoldering theme song over the titles harkens to the classic 007 tales of the 1960s, even as the film's central threat of cyberterrorism, perpetrated by an elusive figure who's seemingly everywhere and can't be pinned down, couldn't be more relevant.
And yet "Skyfall" seems like it could stand on its own perhaps more than most Bond movies. In the hands of director Sam Mendes, it almost feels like a reinvention; he has said making "Skyfall" left him "knackered," but audiences will leave feeling invigorated. And with Mendes collaborating once again with the great cinematographer Roger Deakins, it's definitely the most gorgeous.
Deakins, who also shot Mendes' "Jarhead" and "Revolutionary Road," provides a varied array of looks, all of them dazzling. The MI6 headquarters, which must be moved to a hidden underground location following a vicious attack, have a crisp and stylish industrial-loft chic about them. The rugged hills of Scotland, where the final battle occurs at Bond's ancestral home, are both wondrous and imposing; by this point in the film, "Skyfall" extends beyond the familiar confines of a spy thriller and becomes a flat-out Western. It's a bold move.
But the most beautiful sequence of all plays out in an empty office space in a Shanghai skyscraper: a mesmerizing mix of cool glass surfaces, delicate projected images and bold color, reminiscent of the lush hues in Mendes' "Road to Perdition." Within this precise setting, Mendes knows well enough to let the hand-to-hand combat between Bond and a sniper unfold without the kind of needless edits that unfortunately have become so popular in action films these days.
Bond being Bond, he can still get himself out of any dangerous situation; the opening chase, which begins in Istanbul's Grand Bazaar and ends in impossibly daring fashion on top of a hurtling train, is a marvel of timing and choreography. Conversely, he can also talk himself into a situation, as he does when he seduces the beautiful and dangerous Severine (Berenice Marlohe) after meeting her in a Macau casino.
But Bond's vulnerability — dare we say, his weakness at times — makes him a much more complicated and captivating figure. He's not always totally smooth and slick. The work is taking a physical and psychological toll. Muscular and sexy as Craig is, he looks beat-up and worn-out here, which adds what feels like an unprecedented sense of depth to a character we thought we'd known so well for so long. Three films into the series and Craig owns this iconic role by now, with his stoic cool and willingness to explore a dark side.
This time, James Bond must try and protect his no-nonsense boss, M, from what feels like a very personal attack, even as it seems that she may not necessarily be protecting him in return. The always whip-smart and dignified Judi Dench gets to explore her character's hidden fears in the script from Neal Purvis & Robert Wade and John Logan, which adds some unexpected and welcome layers to her performance, as well. Ralph Fiennes, as M's new superior, questions her ability to lead this aging behemoth of an agency in an increasingly unstable environment; at the same time, Ben Whishaw provides some welcome, subtle humor as young gadget guru Q, whose modern-day specialty is computer hacking.
And then there is Javier Bardem, who pretty much steals this entire movie away from these esteemed and formidable actors. He is, totally unsurprisingly, tremendous as the villainous Silva, the former MI6 agent getting his revenge against this staid, old-fashioned organization in high-tech, ultra-efficient ways that make him seem unstoppable. Like so many Bond bad guys, he wants world domination through orchestrated chaos. But he approaches the role with a mix of effeminate flamboyance and cold-blooded menace. He's hilarious and terrifying — and that's just in the beautifully shot monologue in which he introduces himself with touches of The Joker in "The Dark Knight" and Bardem's own Anton Chigurh in "No Country for Old Men."
Ultimately, the reports of James Bond's death are greatly exaggerated. Fifty years later, nobody does it better.


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It just different. It looks ill. Tho.
Designed and engineered at Land Rover's development centers in the United Kingdom, the next Range Rover will be produced at a new manufacturing facility at Solihull, United Kingdom which employs the latest low-energy aluminum body construction technologies.
The all-aluminum unibody structure is 39 percent lighter than the steel body in the outgoing model. This enables a total vehicle weight savings of up to 926lbs, depending on market and specifications. The US specification vehicle with the naturally-aspirated 5-liter V8 will be approximately 700lbs lighter than the outgoing equivalent. This new aluminum platform delivers significant enhancements in performance and agility, along with an improvement in fuel economy and reduction in CO2 emissions.
In addition to the strong and rigid aluminum body, an all-new aluminum front and rear chassis architecture has been developed and paired with a with completely re-engineered four-corner air suspension. The luxurious ride has been retained, while the vehicle's handling and agility have been sharpened. The new suspension architecture delivers flatter, more confident cornering abilities, with a natural and intuitive steering feel.
Within the cabin, the all-new Range Rover provides occupants with a sensation of serene isolation, meeting the highest standards for Range Rover refinement. Measures like the rigorously optimized body structure and acoustic lamination of the windshield and side door glass have significantly reduced noise levels, while the new suspension architecture has enabled engineers to achieve heightened levels of ride comfort, refinement, and control.
With over 4.7 inches more legroom than the outgoing model, the rear occupants benefit from vastly increased space and comfort. The option of a two place rear seating package provides for the ultimate in personalized rear-seat luxury.
To deliver the characteristic effortless performance expected by customers, the Range Rover will continue to offer a choice of V8 engines in the North American market, enhanced by new eight-speed ZF automatic transmissions.
The all-new Range Rover will be available in over 160 markets worldwide, with North American customer deliveries scheduled to start in December 2012.


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Bintulu, MalaysiaKirsty Turner
Most people simply pass through Bintulu's bus station on the way to surrounding attractions such as Niah National Park and Miri. However, those who do decide to stop for a day or two will discover a warm and welcoming atmosphere and homely touches that make any visit to Bintulu memorable.
Bintulu originated as a fishing village with few old Chinese shop houses. Head to the fishing village known as Jepak, which is situated on the banks of the Kemena River near Bintulu town centre. There are a number of good restaurants here serving fresh fish and traditional Malay dishes.
A great way to explore Bintulu is by taking the express boat to surrounding areas such as Sebauh, Tubau and Labang. Walking is also a good way to get around and see the sights. Visit the local markets of Pasar Utama and Pasar Tamu Bintulu to sample local delicacies such as shrimp paste known as belachan and cincaluk.
Pasar Malam is a good place to eat, and this daily market serves everything from burgers to fried bread and savoury pork buns. This is also a good place to pick up a bargain or two and particularly popular are handbags, jeans and alcohol.
There are a number of interesting temples to explore, such as the Muslim Masjid Assyakirin and Chinese Kuan Ying Yong Temple, which features an interesting rock garden and waterfall. Christianity is represented by the St. Thomas Anglican church, Methodist Church and St. Anthony Catholic church, which are all located near the Kuan Ying Yong Temple.
Head to Tanjung Batu beach to soak up the sun, while the Taman Tumbina zoo is a great place for jungle trekking. Climb to the top of the hill inside the zoo compound for spectacular views of the South China Sea.
The Similajau National Park features a pretty stretch of golden sand, and a great way to end the day is by taking a stroll along the Bintulu Prominade as the sun sets.


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Product Details
When it comes to a smokey eye, or subtle shimmer, choosing the right eyeshadow shade is key. Our kaleidoscope of colours hold a hue for every eye colour, from eye brightening glitter eyeshadow palettes to matte eyeshadow for long-lasting colour.
Type: Eye Shadow
Quantity: 1pcs
Finish: Glitter,Shimmer,Luminous,Radiant
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To initiate an exchange or a refund, customer service can be reached at support@fashiongenieboutique.
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It normally takes 3-7 business days to process your order. Please note that holidays & weekends are not included.


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Jodi Arias holds-up a "Survivor" T-shirt as she addresses the jury on Tuesday, May 21, 2013 during the penalty phase of her murder trial at Maricopa County Superior Court in Phoenix. Arias was convicted of first-degree murder in the stabbing and shooting to death of Travis Alexander. Credit: AP
PHOENIX (TheBlaze/AP) -- Jodi Arias begged jurors Tuesday to give her life in prison, saying she "lacked perspective" when she told a local reporter in an interview that she preferred execution to spending the rest of her days in jail.
Standing confidently but at times her voice breaking, Arias told the same eight men and four women who found her guilty of first-degree murder that she planned to use her time in prison to bring about positive changes, including donating her hair to be made into wigs for cancer victims, helping establish prison recycling programs and designing T-shirts that would raise money for victims of domestic abuse.
She also said she could run book clubs and teach classes to prisoners to "stimulate conversations of a higher nature."
Arias became emotional as she played a slideshow of pictures from her photo album for the jury. The images included family portraits, pictures of her and friends and boyfriends and young relatives she has met only from behind bars.
Arias concluded her statement by pleading that jurors not give her the death penalty for the sake of her family.
"I'm asking you to please, please don't do that to them. I've already hurt them so badly, along with so many other people," she said. "I want everyone's healing to begin, and I want everyone's pain to stop."
Arias admitted killing boyfriend Travis Alexander and said it was the "worst thing" she had ever done. But she stuck to her story that the brutal attack - which included stabbing and slashing Alexander nearly 30 times, shooting him in the head and nearly decapitating him - was her defense against abuse.
"To this day, I can hardly believe I was capable of such violence. But I know that I was," she said. "And for that, I'm going to be sorry for the rest of my life."
Her testimony came a day after her attorneys asked to be removed from the case, saying the five-month trial had become a witch hunt that prompted death threats against a key witness in the penalty phase. They also argued for a mistrial. The judge denied both requests.
Arias acknowledged the pain and suffering she caused Alexander's family, and said she hoped her conviction brought them peace.
"I loved Travis, and I looked up to him," Arias said. "At one point, he was the world to me. This is the worst mistake of my life. It's the worst thing I've ever done."
She said she considered suicide after Alexander's death but didn't kill herself because of her love for her own family.
Arias said she regretted that details of her sex life with Alexander came out during the trial, and described a recorded phone sex call played in open court as "that awful tape."
"It's never been my intention to throw mud on Travis' name," she said, adding she had hoped to reach a deal with prosecutors before the case ever went to trial.
"I was willing to go quietly into the night," Arias said.
The jury paid close attention to Arias as she spoke, their gaze turning to the large screen behind her as she ticked through family photos and explained the stories behind each image. Arias retained her composure throughout much of her statement, pausing occasionally as she apparently cried, but no tears were visible.
Alexander's family showed little emotion as Arias' mother, father and sister looked on from the other side of the gallery and cried.
After Arias finished speaking, the judge told jurors they can consider a handful of factors when deciding her sentence, including the fact that Arias has no previous criminal record. They also can weigh defense assertions that Arias is a good friend and a talented artist. Arias displayed her drawings and paintings for the jury during her slideshow.
Jodi Arias shows her family photographs as she addresses the jury on Tuesday, May 21, 2013 during the penalty phase of her murder trial at Maricopa County Superior Court in Phoenix, AZ. Credit: AP
Credit: AP
Jodi Arias looks at her family on Monday, May 20, 2013 during the penalty phase of her murder trial at Maricopa County Superior Court in Phoenix, Ariz. Credit: AP
Judge Sherry Stephens meets with prosecutor Juan Martinez, left, and defense attorneys Jennifer Wilmott and Kirk Nurmi, right, after denying a motion for mistrial on Monday, May 20, 2013 during the penalty phase of Jodi Arias' murder trial at Maricopa County Superior Court in Phoenix, Ariz. Credit: AP
Judge Sherry Stephens also explained to jurors that their finding would be final, emphasizing the fact that Arias' life is literally in their hands.
"You will determine whether the defendant will be sentenced to life in prison or death," Stephens told the panel. "Your decision is not a recommendation."
The jury began hearing closing arguments Tuesday afternoon, with defense attorney Jennifer Willmott citing Arias' mental health problems and lack of a criminal history among the reasons to spare her life.
"Having borderline personality disorder is not an excuse for what she did to Travis Alexander," Willmott told the jury. It is a reason "that you have to be merciful."
Prosecutor Juan Martinez said in his closings that despite Arias' claims, there were no factors in the case that would warrant a sentence other than death.
He implored jurors to look at the "whole panorama" of the case, not just Arias' statement to them Tuesday. And he told them to "do the right thing, even though it may be difficult."
Arias initially claimed she knew nothing about Alexander's June 2008 killing at his suburban Phoenix home. She then blamed masked intruders before eventually arguing self-defense. Prosecutors contend she killed Alexander in a jealous rage because he wanted to end their relationship and go to Mexico with another woman.
Watch via CNN/Mediaite:
Arias' attorneys also tried without success to withdraw from the case after Arias gave her post-conviction TV interview.
"Longevity runs in my family, and I don't want to spend the rest of my natural life in one place," a visibly shaken Arias told Fox affiliate KSAZ from a holding cell inside the courthouse. "I believe death is the ultimate freedom, and I'd rather have my freedom as soon as I can get it."
Arias directly addressed those comments Tuesday, telling jurors she wanted to live.
"Though I meant it, I lacked perspective. To me life in prison was the most unappealing outcome. ... But as I stand here now, I cannot in good conscience ask you to sentence me to death because of them," she said, pointing to her family members.


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"The DIY culture of punk rock really opened my eyes to different perspectives and the possibility of creating alternate narratives to what's happening in the mainstream. To me, KPFK is the logical extension of that philosophy. It gives voice to people who might not have outlets through mainstream media. I know firsthand because I benefitted from KPFK as a platform when I made work opposing Bush's agenda and the Iraq War, while many mainstream outlets were still too fearful to give opportunities to people who were in opposition to Bush and the War. I think that KPFK is a vital institution and it depends on the support from its listeners, so please whether you want to purchase a t-shirt or a print of the graphic I created, or make a donation to keep an independent outlet thriving, SUPPORT KPFK!" - Shepard Fairey
Also check out our 60th Anniversary Coffee Mug HERE


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John Maher, Vice President of Product Strategy at Synchrono, is a leader in demand-driven manufacturing software systems. In this role, he defines and drives the product roadmap for the company, leading the software development and consulting services organizations.
Maher has more than twenty years of experience working in manufacturing and offers subject matter expertise in the areas of ERP, MRP, APS, supply chain, manufacturing planning and scheduling systems, MES, demand-driven manufacturing, and constraints management. Maher's expertise includes incorporating lean and demand-driven strategies into manufacturing organizations in order to help improve flow, manage constraints and drive on-time production; ultimately leading to increased customer satisfaction and profitability.
Maher earned his BBA in production/operations management from University of Wisconsin, Whitewater, and an MBA from the University of Minnesota, Carlson School of Management. He has APICS CPIM certification in production and inventory management and Jonah certification in Theory of Constraints from the Goldratt Institute.
About Synchrono
Synchrono (www.synchrono.com) demand-driven manufacturing software synchronizes complex manufacturing environments in real-time, to drive business results.
For almost twenty years, Synchrono systems have helped discrete manufacturers, engineer-to-order manufacturers, and others manage constraints, improve flow and drive on-time production.
When integrated under the Synchrono Demand-Driven Manufacturing Platform, lean and demand-driven initiatives achieve new levels of excellence, transforming businesses by synchronizing people, processes, machines, materials, and data to drive production flow from order inception to delivery.
The award winning Synchrono Demand-Driven Manufacturing Platform offers five system components, including a planning, scheduling, and production management system and ekanban software for real-time inventory replenishment and supply chain collaboration. The Synchrono Platform has a unique a data collection, historian, and automated workflow engine along with an application that generates automatic alerts, escalation and action plans to minimize disruptions. Perhaps most importantly, this technology platform also includes a real-time visual factory information system. Everyone at every level of a manufacturing organization has access to one version of the truth with a dynamic view of what is happening at every stage of the manufacturing process; from order inception through production and delivery.
Synchrono systems allow for the simultaneous exchange of data across systems and resources, the ability to respond to constraints and changes in demand as they occur, and to predict, pre-empt, and prioritize issues. The Platform components may be implemented independently or collectively to enable the Industrial Internet of Things (IIoT), providing an unprecedented foundation for communication, collaboration, and continuous improvement.
Synchrono delivers a competitive edge. Follow the Demand-Driven Matters blog at www.synchrono.com/blog and follow Synchrono on Twitter at @Synchrono_News.
Media Contact
Company Name: Syncrono
Contact Person: Pam Bednar
Email: email@example.com
Phone: 651-783-5145
Address:287 East 6th Street, Suite 5
City: St. Paul
State: MN
Country: United States
Website: www.synchrono.com


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The Nous Non Plus (my band) gig tonight at Fontana's on the Lower Eastside NYC starts early tonight. We take the stage at 9 p.m. Please come to the show!
Carrying on a tradition that stretches back to my years living in the City (1997-2007), I spent the first evening of my NYC sojourn at Alice's restaurant, where she prepared what will be the most wholesome meal of my trip (a good way to start a week of eating and tasting my way through the city; a lot of crazy restaurants lined up).
Alice gave the Ostertag Riesling the thumbs up. I thought it was pretty nifty, too.
The main event was a vegetable-stock based soup (Alice doesn't eat meat). The food at her house is always great but I really go for the kibitz.
She recommended raising the heat with some salsa. Natural salsa? Probably not but delicious nonetheless.
Main course was accompanied by an old favorite, a wine that Alice turned me on to many, many years ago…
Stay tuned for NYC stories and please come see the show tonight if you're in the city!


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DETROIT – They say that music is in the soul, and to make it, you need an instrument.
That's where Charity Music comes in.
Charity Music has given away thousands of instruments and helped others to make a lot of music.
"Yeah, I am sure it is over one thousand. We did look at those numbers," said Roger Fachini, CEO of Charity Music.
Charity Music provides free instruments to needy kids, at risk kids, or kids with little exposure to a music education at school.
What's the most sought after instrument by the kids?
"Guitar…everyone wants it," said Fachini, adding that some of their biggest supports are "guitar people."
Charity Music takes instrument donations and loans them to interested kids, which expands their creativity and so much more.
'It helps their math, their whole learning skills," said Fachini.
"We deal with a lot of single parents and sometimes the child appreciates the instrument where the parents understand how important that instrument is," he said.
Unless of course Charity Music is giving a drum set, then perhaps a parent might not be as energized.
With plans for a community center, recording studio, even a sheet music library, Charity Music hopes to play the notes that children's dreams are made of.
When Charity Music gives away an instrument, the child's face often tells of the difference that instrument makes in their lives.
"Yes, you know it is almost like Christmas when we give it to them," said Fachini.
Providing tools to match the talent, Charity Music plays a wonderful soundtrack for the heart of Detroit.


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Supplementation with a multivitamin did not cut cardiovascular events in patients who had had a myocardial infarction (MI), nor did it have an effect on cognition in healthy older men, two studies showed.
In the first trial, a composite of cardiovascular events occurred at similar rates in the patients who received a high-dose multivitamin and multimineral mixture and in those who received placebo (27% versus 30%; HR 0.89, 95% CI 0.75-1.07), according to Gervasio Lamas, MD, of Mount Sinai Medical Center in Miami Beach, Fla., and colleagues.
And in the second, the changes in global cognitive function and in verbal memory over an average follow-up of 8.5 years were no different in the multivitamin versus the placebo group, reported Francine Grodstein, ScD, of Brigham and Women's Hospital in Boston, and colleagues.
Both studies, as well as previously reported guidance from the U.S. Preventive Services Task Force that found insufficient evidence to recommend for or against vitamin and mineral supplementation for the primary prevention of cardiovascular disease or cancer in healthy adults, were published in the Annals of Internal Medicine.
"Other reviews and guidelines that have appraised the role of vitamin and mineral supplements in primary or secondary prevention of chronic disease have consistently found null results or possible harms," noted Eliseo Guallar, MD, DrPH, of the Johns Hopkins Bloomberg School of Public Health, and colleagues in an accompanying editorial.
Despite that, the percentage of Americans using multivitamin supplements and other dietary supplements has been growing, with a previous study showing an increase from 42% from 1988 to 1994 to 53% from 2003 to 2006.
"Evidence is sufficient to advise against routine supplementation, and we should translate null and negative findings into action," Guallar and colleagues wrote. "The message is simple: Most supplements do not prevent chronic disease or death, their use is not justified, and they should be avoided."
"This message is especially true for the general population with no clear evidence of micronutrient deficiencies, who represent most supplement users in the U.S. and in other countries," they added.
Effects on Cardiovascular Events
Lamas and colleagues reported the results of the multivitamin intervention included in the TACT trial. Prior results released from the trial demonstrated a slight, but significant benefit from chelation therapy for patients after an MI.
The trial, which was conducted at 134 centers in the U.S. and Canada, included 1,708 patients 50 or older (median age 65; 18% female) who had an MI at least 6 weeks before the study started (median interval 4.6 years) and who had serum creatinine levels of 2.0 mg/dL or lower. The patients were randomized to a 28-component high-dose multivitamin and multimineral mixture or placebo.
Median follow-up in the trial was 4.6 years and patients took their assigned treatments for a median of 31 months in the multivitamin group and 35 months in the placebo group.
A composite of total death, recurrent MI, stroke, coronary revascularization, or hospitalization for angina occurred at similar rates in the two groups, with no difference for the individual components or for cardiovascular death (5% versus 7%, HR 0.80, 95% CI 0.54-1.18).
A subgroup analysis suggested that the multivitamin intervention might have been beneficial for patients who were not taking a statin at baseline, although the patient numbers were small.
There was no evidence of harm from the intervention, with serious adverse events occurring in 15% of the multivitamin group and 12% of the placebo group.
Interpretation of the results is complicated, however, by the high rates of nonadherence (46% of patients in each group discontinued their treatment) and study withdrawal (17%), according to the researchers.
Effects on Cognition
To address inconclusive evidence about the effects of multivitamin supplements on cognitive health, Grodstein and colleagues examined the cognitive function substudy of the Physicians Health Study II (PHS II). Previous results from the trial showed that multivitamins modestly reduced the risk for cancer but did not cut cardiovascular events.
The substudy included 5,947 male physicians who were 65 or older (mean age 71.6). They were randomized to a daily multivitamin (Centrum Silver) or placebo and had their cognitive function assessed up to four times during follow-up.
The primary measure of cognitive function was a global composite score that included five tests of global cognition, verbal memory, and category fluency. Verbal memory was also examined separately as a secondary outcome.
Cognitive function was similar in the intervention and placebo groups at each assessment during the study, and there were no between-group differences in the changes in cognitive health over time.
For the global composite score, the difference in the change during follow-up with the multivitamin versus placebo was -0.01 standardized units (95% CI -0.04-0.02). Similarly, the difference in the change in verbal memory was not significant (-0.005 SU, 95% CI -0.04-0.03).
The lack of benefit was consistent across various subgroups.
"These data do not provide support for use of multivitamin supplements in the prevention of cognitive decline," Grodstein and colleagues wrote. "However, it is important to consider other health effects of multivitamin supplementation, including modest protection against overall cancer risk in the PHS II with long-term use and any potential effects on other important health outcomes yet to be evaluated."
They added that the effects of multivitamin supplementation in a less well-nourished population still need to be evaluated.
"This is of particular interest in an aging population because older persons are often at risk for nutritional deficiencies due to reduced micronutrient intake, altered absorption, and the metabolic requirements of vitamins," they wrote.
But for the editorialists, the message from accumulated evidence regarding dietary supplementation in healthy populations is clear.
"Although available evidence does not rule out small benefits or harms or large benefits or harms in a small subgroup of the population, we believe that the case is closed -- supplementing the diet of well-nourished adults with (most) mineral or vitamin supplements has no clear benefit and might even be harmful," Guallar and colleagues wrote. "These vitamins should not be used for chronic disease prevention. Enough is enough."
The study by Grodstein and colleagues was supported by grants from the NIH and an investigator-initiated grant from BASF. Study agents and packaging were provided by BASF and Pfizer, and study packaging was provided by DSM Nutritional Products.
Grodstein reported receiving grants from the NIH. Her co-authors reported relationships with the NIH, BASF, Pfizer, DSM Nutritional Products, and Novartis.
The study by Lamas and colleagues was supported by grants from the National Heart, Lung and Blood Institute and the National Center for Complementary and Alternative Medicine.
Lamas reported relationships with the National Heart, Lung and Blood Institute, the National Center for Complementary and Alternative Medicine, the Patient Centered Outcomes Research Institute, the American Chiropractic Association, Healthwise, the University of Missouri-Kansas City, Kansas City University of Medicine and Bioscience, Quality Insights of Pennsylvania, Palmer College of Chiropractic, the U.S. Army, the U.S. Health Resources & Services Administration, Michigan State University, Prezacor, Boston University, the University of Ottawa, the NIH, Linkoping University, the University of Calgary, Eli Lilly, Medtronic, the Seattle Institute for Cardiac Research, and AstraZeneca.
Guallar reported that he had no conflicts of interest. One of his co-authors reported a relationship with Rubin/Anders Scientific. Another author reported working for Annals of Internal Medicine, a journal that has published systematic reviews and trials related to vitamins and mineral supplements.
Primary Source
Annals of Internal Medicine
Source Reference: Grodstein F, et al "Long-term multivitamin supplementation and cognitive function in men: The Physicians Health Study II" Ann Intern Med 2013; DOI: 10.7326/0003-4819-159-12-201312170-00006.
Secondary Source
Annals of Internal Medicine
Source Reference: Lamas G, et al "Oral high-dose vitamins and minerals after myocardial infarction: A randomized, controlled trial" Ann Intern Med 2013; DOI: 10.7326/0003-4819-159-12-201312170-00004.
Additional Source
Annals of Internal Medicine
Source Reference: Guallar E, et al "Enough is enough: Stop wasting money on vitamin and mineral supplements" Ann Intern Med 2013; 159: 850-851.


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The Trump administration is rolling out a scorecard that will enable administrators to evaluate individual states on key health metrics for Medicaid and the Children's Health Insurance Program.
Seema Verma, administrator of the Centers for Medicare and Medicaid Services, said the scorecards are a "conversation starter" that will help states explore varying outcomes for services provided, ranging from postpartum care to immunization levels.
The Washington Post said the scorecards are "part of a fundamental recalibration of the power relationship in Medicaid between the federal government and states," in which states are being given more flexibility to institute their own rules – including, for example, new work requirements for Medicaid recipients – while being held accountable for their performance, though the what exactly that accountability involves is still unclear.
Click here for more details on the initial version of the CMS scorecard, and here for a national-level summary of some of the key data.


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D_Glenn wrote:Windwalker,
Let's just say that everyone agrees this is real. No BS, no hypnosis, etc. just down-to-earth, matter of fact that this is totally possible.
Can you, or anyone in the world be trained to use this field, in a couple of months, to make a mugger stab himself with his own knife, preferably driving the blade up under his own jaw, or even just use the field to move his arm enough so that he guts himself?
Or could it be used to prevent someone from pulling the trigger of a gun, or better yet use the field to move his thumb to press/switch the safety of the gun to on?
What is the degree of control you personally have over the opponent without touching them? (ie move whole body, move individual arm, move fingers)
no real point in answering the question, it has nothing to do with clip nor what the teacher said.
If any one read the translation they IMO should be able to pick up a few key points, points that have been brought out on other threads on "IP"
regarding the training in China, the expectation is 3yrs, to get and understand the basic foundations, the depth and level is up to ones self.
working with intent, the basic idea is that one is aware of an action before the action is manifested.
how this used is up to ones self.
you do know that to pull a gun from a holster, if one is inside 20ft they will not have enough time to draw, aim and fire.


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The Porsche 911 combines driving excitement with everyday comfort. It's our top choice for enthusiasts who want a sports car for daily driving. The latest-generation model, designated 997, is the best ever. It was launched for the 2005 model year.
For 2009, the 911 lineup gets a significant overhaul. The Carrera and Carrera S come with new engines. Even bigger news is a new dual-clutch automated manual transmission called the PDK, or Porsche Doppel Kupplungsgetreibe. The 2009 Porsche 911 models also get larger brakes. The exterior is slightly modified with new bi-xenon headlights and LED taillights. Inside, the center console is reworked, the Porsche Communication Management screen is larger and features touchscreen capability, the navigation system comes with a 40 gigabyte hard drive, Bluetooth connectivity is offered, and ventilated seats are now available.
The 2009 Porsche 911 lineup presents a wide range of models, from the Porsche Carrera to the 911 Turbo. Coupes and cabriolets are available, along with a Targa. Most offer endless options. Just about every possible combination is available between coupe and cabriolet, 3.6-liter and 3.8-liter engines, rear-wheel drive and all-wheel drive. You name it, they've got it. Let's start at the top.
The Porsche 911 Turbo is one of the easiest supercars to live with in daily use. It's more user friendly than competitors, from the Corvette to the Ferrari F430. Getting in and out of it is relatively easy. It rides smoothly and comfortably by sports car standards. It's happy to putt around all day at a Buick pace, particularly with the new automated manual transmission. It's easy to drive, whether streaking down a highway like a bullet train, charging up a mountain road, poking along in rush-hour traffic, or working the tires and brakes on a racing circuit. It's neither fragile nor unreliable. It really is a terrific car.
The base model is the Carrera coupe, but owning one is hardly settling for second rate. It's a fantastic sports car, exceedingly enjoyable to drive, and quite comfortable. The Carrera 4 adds the traction and handling benefits of all-wheel drive and is loaded with active safety features; it's the best choice for rain and winter weather, an unbeatable foul weather car. Cabriolets put the wind in your hair and sun in your face. The Targa features a clever clear roof that slides back to provide a top-down feeling. High-performance GT3 and GT2 models are not available, at least not yet.
The Porsche 911 lineup starts with the Carrera coupe ($76,300) and Cabriolet ($87,000), which are powered by a new 3.6-liter flat six-cylinder engine generating 345 horsepower and 288 pound-feet of torque. Standard equipment includes a six-speed manual transmission, leather-trimmed height-adjustable seats with power recliners, automatic climate control, interior air filter, tilt/telescoping leather-wrapped steering wheel, heated power mirrors, power windows, power locks with keyless remote, bi-xenon headlights, 235-watt AM/FM/CD stereo, cruise control, universal garage door opener, on-board computer, split-folding rear seat, rain-sensing wipers, theft deterrent system, front and rear fog lights, a speed-dependent retractable rear spoiler, and staggered, Z-rated 18-inch tires on alloy wheels. Coupes also get a sunroof, while cabriolets add a wind blocker and a power convertible top.
The Carrera S ($87,000) and Carrera S Cabriolet ($97,700) are powered by a new 3.8-liter six-cylinder, delivering 385 horsepower and 310 pound-feet of torque. Besides the bigger engine, the Carrera S gets the Porsche Active Suspension Management system (PASM) with adjustable dampers and a 10 mm lower ride height, 19-inch wheels and the wider fenders needed to accommodate them.
The Carrera 4 ($82,500) is equipped similarly to the rear-drive Carrera, but features all-wheel drive. The same idea holds for the Carrera 4S ($93,200), Carrera 4 Cabriolet ($93,200), and Carrera 4S Cabriolet ($103,900).
The Carrera Targa 4 ($90,400) and Carrera Targa 4S ($101,100) are equipped similarly to the Carrera 4 and Carrera 4S, respectively, but they feature Porsche's unique roof system that provides occupants with a panoramic view even when the top is closed. The Targa's roof is made from two glass panels and extends across the full width and length of the passenger compartment. In other words, the entire roof is glass, and in combination with the windshield and side windows provides a panoramic vantage and protection from the elements.
The all-wheel-drive 911 Turbo ($130,000) and 911 Turbo Cabriolet ($140,700) get Porsche's race-bred, twin-turbocharged version of the 3.6-liter engine, producing 480 horsepower. The Turbos come with larger brakes, a full leather interior, memory for the front seats, aluminum interior trim, a navigation system with hard drive, a Bose-tuned stereo, and an auto-dimming rearview mirror. The Turbos come with the five-speed Tiptronic automatic transmission. The optional Sport Chrono Package ($1,920) increases maximum turbo boost and includes an analog and digital chronometer, a sport button for engine and suspension controls, and control over various personal preference settings. Ceramic brakes are optional ($8,840).
Options start with the PDK transmission ($4,080) for all models except the Turbo. The available Sport Chrono Package ($960) includes an analog and digital chronometer, a sport button for engine and suspension controls, and control over various personal preference settings. The PASM suspension is available for non S models ($1,990); a Sport version ($950) lowers the ride height 20 mm, includes stiffer springs and front and rear anti-roll bars, and comes with a mechanical limited-slip differential. Also offered are ceramic composite brakes ($8,150), a navigation system with a hard drive ($2,110), voice recognition ($595), heated front seats ($500), ventilated front seats ($800), Sport seats ($440), heated steering wheel ($190), XM satellite radio ($750), a Universal Audio Interface for iPods and memory sticks ($440), Bluetooth wireless cell phone link ($695), six-disc CD changer ($650), steering-linked adaptive headlights ($690), and a removable hardtop for the convertible ($3,490). Porsche maintains its long tradition of factory customization, with options that cover colors and materials for virtually every part or surface inside the car. And if there's not an existing option, Porsche will likely go off the card, for a price.
Safety features on all models include Porsche Stability Management (PSM), an electronic stability control and traction control system that helps a driver maintain control in the event of a skid. Dual front airbags, front side airbags, and antilock brakes come standard, along with a tire-pressure monitoring system. Coupes also get curtain side airbags, while Cabriolets add pop-up automatic roll bars.
Even with its 2009 revisions, the latest generation of the Porsche 911 looks conspicuously similar to the original 1964 model, maintaining the classis profile that has landed it in art museums and design school lecture halls. For Porsche, the 911's heritage can be a double-edged sword. Leave the car alone, and it might be perceived as dated. Change the car too drastically, and it might alienate hard-core loyalists, many of whom form the core group of 911 buyers. Porsche has been able to strike that balance and all of the variants are terrific-looking sports cars.
For 2009, the front end gets enlarged air intakes and new LED auxiliary lights. Headlights on all models become bi-xenons. These round, single-pod sit upright in the front fenders, and they help to distinguish the 911 from the Boxster and Cayman. More important, they harken back to the rugged look of 911s built during the 1980s. The side mirrors are also reshaped to provide more rear visibility, and at the back, there are new LED taillights that also feature a different shape.
From the rear, curvy fenders and wheel arches extend from the side of the car, housing extra-wide rear wheels. Carrera 4 models get even wider rear rubber, and their fenders are correspondingly 1.75 inches wider than their rear-drive siblings. This staggered setup helps the 911's rear tires turn its horsepower into quicker acceleration and balances tire grip front and rear for high g-force turning. All 911s have wheels at least 18 inches in diameter, and all are equipped with Z-rated tires, the highest speed rating available for street use.
The current styling sacrifices some of the beauty of the 1999-2004 models in favor of more visual belligerence. Yet very little at Porsche is done strictly for the sake of appearance. The current 911 is slightly longer and taller than the previous-generation, pre-2005 version. The track (the distance between the outside edge of the tires) and overall width have increased, and this wider stance improves the 911's lateral stability during quick, sharp directional changes. Today's 911 makes liberal use of aluminum body parts to offset the weight of active suspension, curtain airbags and other upgrades, and the chassis is more rigid than that of pre-2005 models.
The 997-generation Turbo has a wider rear track and a wider body than the old 996-generation. It features a prominent rear wing that generates lots of downforce to help keep the rear tires glued to the pavement in high-speed sweeping turns, important in the rain. A minimum of drag helps the Turbo achieve its top speed of 193 mph, though we didn't test this claim directly.
Cabriolets feature power soft tops that open in just 20 seconds. They can be operated at up to 30 mph, a feature we love. Safety is enhanced by strong steel tubes in the A-pillars, and supplemental safety bars behind the rear seats that automatically deploy in the event of a rollover. The Cabriolets present a unique appearance. Top up, they exhibit a profile similar to the coupes. Top down, the rear end looks heavy, but you'll forgive that as soon as you get in, stomp on the gas and hear that powerful six-cylinder wailing to redline.
Aerodynamics were an important consideration in the design of all of the 911 models. The side mirrors are designed to direct air along the sides of the car toward the automatically deploying rear spoiler, sweeping the side windows clean in the process. Air is largely kept from going underneath the car and carefully managed over the top and at the rear. Lift is minimized to keep the 911 glued to the road. The wheel arches are flared in a fashion that guides air around the tires (one of the biggest sources of drag on an automobile). Brake spoilers guide more air toward the rotors and brake assemblies, reducing temperatures by nearly 10 percent, according to Porsche, which means more effective braking under extreme conditions. The base Carrera's drag coefficient is 0.29. Less air resistance means improved fuel economy and less wind noise.
The Porsche 911 cockpit is a place designed for serious driving. The seating position is perfect for most enthusiast drivers. It offers outstanding visibility in all directions, particularly when compared with other high-performance sports cars. The Carrera is a truly comfortable car for traveling long distances. The ignition key is located on the dash to the left of the steering wheel, as it was on Porsche's LeMans race cars.
The three-spoke steering wheel is wrapped in leather and is thicker and grippier than ever. It adjusts up and down and fore and aft manually. The steering wheel's core structure is an expensive magnesium alloy, which saves weight. Controls on the steering wheel hub operate elements of the Porsche Communication Management system, which incorporates the audio and navigation systems and the optional telephone.
The front seat of the Carrera is fairly roomy, making it comfortable for larger drivers. The seats may be a bit stiff for some tastes, but they have just the right amount of bolstering: enough to keep you in place but not so much that wider drivers are pinched. The seats are mounted low to the floor, creating good headroom and a sporty driving position.
Most of the gauges are large and easy to read, but reading the offset and sparsely marked speedometer can be tough, especially when going fast. The dash vents are large, and the air conditioning worked well during some hot lapping at Miller Motorsports Park near Salt Lake City, Utah. The climate controls are located in the center stack.
For 2009, the Porsche Communications Management (PCM) system, which incorporates all audio, navigation and communications functions, is reworked. It now has a larger (6.5-inch) touchscreen and the phone pad number buttons are gone. That's probably because Porsche now offers Bluetooth connectivity, along with a SIM card slot. Also new is a Universal Audio Interface, with three audio ports in the center console to operate iPods, MP3 players or memory sticks. iPods and memory sticks can be controlled through PCM. We found the position of the USB port to be hard to reach, but the iPod and USB interface was very easy to use.
The 911's slickest option could be the Sport Chrono Package. It's most obvious component is a jewel-like chronograph sprouting from the center of the dash. Start or stop the chronograph with a one of the steering wheel stalks, and it will display acceleration or lap times. A history of recorded times can be displayed on the navigation system screen for comparison. The Sport Chrono Package also comes with a Sport button that adjusts electronic controls for the throttle and anti-skid system. Throttle mapping switches to a more aggressive mode (meaning more gas for a given amount of pedal application), and the anti-skid electronics give a driver more room to break traction. Cars equipped with the Sport Chrono Package Plus get even more aggressive throttle and transmission settings, and a race-ready mode for the anti-skid system. Is Sport Chrono a gimmick? Maybe, but it would be handy for lapping at a Porsche club event, and the Sport modes make the cars much more suited to track driving. Do you need it? Probably not. Will it add to the fun? Maybe.
Porsche's optional high-power Bose audio package is above average, though most high-end cars offer more modern and more powerful optional systems. Still, we thought it sounded good with the top down at highway speeds.
The 911 provides at least some space to put stuff. The glove box includes storage slots for pens and couple of CDs, while the shallow center console has a change holder and a 12-volt power point. A pair of cupholders sprout from the dash.
The Targa offers a clear roof that slides back inside the rear of the car with the press of a button, giving the driver a superb top-down experience. With the roof closed, the driver has a choice of tinted glass or a mesh lining to deflect the sunlight. We'd prefer a solid cover, however, because the mesh wasn't heavy enough to block out the sun on bright days. The Targa's neat, but we prefer the coupe.
The 911 isn't practical for more than two passengers. The back seats are not really habitable. While we were able to stick one 5-foot, 7-inch adult male back there with a shorter female up front, the complaining would grow weary if this were a regular thing. With the rear seats folded, there's room for a load of groceries and you can lay the dry cleaning back there, so the 911 beats many sports cars in its ability to run daily errands. There's not much luggage space for two people going on a long trip, however, so you have to pack light. Nor will you want to use the Carrera to pick someone up at the airport unless they are traveling very light. The storage area under the hood will hold a couple of duffel bags, but the Corvette coupe hatchback will hold more. Porsche offers a truly useful roof transport system that allows 911 coupes to carry lumber and other bulky items, but luggage on the roof of a 911 screaming past ruins the picture. Besides, who wants to take time to strap suitcases on top of a car? It's preferable to have another car or truck available to perform these duties.
Driving a Porsche 911 is a thrill. That goes for every model, Carrera to Turbo. Balance and overall performance is extraordinary. All variants accelerate with the verve of a motorbike and turn or stop on a dime, all the while behaving in smooth, civilized fashion for the more mundane demands of daily motoring. The 911 is easy to drive. The Turbo is docile on the street, though heavy acceleration turns it into a beast.
These latest-generation Porsches feed information back to the driver just a little more clearly and react to commands a nanosecond sooner than the previous-generation (pre-2005) cars. They also retain the wash-and-wear quality that has made the 911 a relatively easy car to live with everyday.
The Carrera and Carrera 4 are powered by a new version of Porsche's familiar 3.6-liter, horizontally opposed six-cylinder, otherwise known as the boxer engine for the way its pistons punch outward. For 2009, Porsche has simplified the engine design with 40-percent fewer moving parts, which should translate to better reliability. The new engine employs the latest materials technology, a race-car style dry sump lubrication system, direct injection, and a refined version of Porsche's VarioCam variable valve timing. Horsepower peaks at 345 hp at 6500 rpm (up from 325 hp for pre-2009 cars), while peak torque is 288 pound-feet at 4400 rpm (versus the previous 273). Porsche claims 0-60 mph acceleration performance of 4.5 seconds with the new PDK transmission, and 4.7 seconds with the manual gearbox. Needless to say, your average, everyday Carrera is a very quick car.
Which transmission? The new optional seven-speed PDK automated manual transmission is the choice for those who want ultimate performance and improved fuel economy. It is the latest thing and it is cutting edge. The PDK uses two clutches, one to hold the current gear and one to ready the next gear. Shifts are immediate with no loss of tractive power. They can be performed manually through a pair of steering wheel paddles (pull up to downshift and push down to shift up) or the PDK can be used like an automatic. With the new engine, EPA fuel economy numbers are up 7 percent when paired with the manual transmission at 18/25 mpg City/Highway, while the 3.6 with the PDK is up 15 percent compared to last year's Tiptronic five-speed automatic at 19/27 mpg.
The PDK's automatic setting makes the car easier to manage in stop-and-go traffic. Hit the back roads, put it in Sport mode and it holds gears longer for aggressive driving. Hit the Sport Plus button and the PDK becomes a full-on race transmission, holding the lowest gear possible. It performs abruptly in this mode, slamming into each gear like Patrick Long at Sebring. We drove a few 911s with PDKs on three different racetracks and found it was never in the wrong gear. The main caveat with PDK is price. It costs more than $4,000.
Purists might still prefer the interaction and feel of shifting a manual, and the Porsche six-speed is a good one. It's easy to shift, with fairly short throws. Blipping the throttle and downshifting in a 911 is an absolute joy. However, price and feel are really the only reasons to choose the manual, because the PDK outperforms it in just about every way.
Turbo models offer the manual or the carryover Tiptronic five-speed automatic. The Tiptronic works well and comes with steering wheel paddles, but it isn't as fast on a racetrack or in a 0-60 mph sprint. Having said that, the Tiptronic is an excellent choice and a joyful companion. Hurley Haywood, who has won the 24 Hours of Le Mans three times in Porsches and the 24 Hours of Daytona five times in Porsches, loves the Tiptronic. And he certainly has no difficulty shifting a manual.
For 2009, Carrera S models get a bored-out version of the new engine for 385 hp at 6500 rpm and 310 pound-feet of torque at 4400 rpm. That's up from 355 hp and 295 pound-feet of torque on the 2008 model. Fuel economy numbers are 18/25 mpg with the manual and 19/26 mpg with the PDK. The bottom line is the Carrera S offers slightly quicker acceleration performance. For example, a Carrera achieves 0-60 mph in 4.7 seconds with the manual and 4.5 seconds with the PDK, while the Carrera S times are 4.5 seconds with the manual and 4.3 seconds with the PDK.
Those figures only hint at the satisfaction a driver can find in the 911's engines. The real draw lies in their tractability. Slam the 911's gas pedal at any road or engine speed, and the response is immediate, not to mention enormous. Power is on tap in just about any situation. We wanted to floor it every time we tracked through a turn and let the engine wind to redline just to feel the acceleration and listen to the unmistakable rasp of the boxer engine.
The Turbo offers loads of torque. When accelerating hard, the power comes up so quick that, before you know, it you're hitting the rev limiter. Be careful, though. The rush of power is so strong that the car can get away from you if you're not ready for it.
The Porsche Active Suspension Management system (PASM), standard on S models, controls the flow of hydraulic fluid into the shock absorbers. More fluid, and the shocks stiffen up, keeping the wheels pressed more aggressively to the pavement and limiting the amount of body roll, or lean, in hard turns. Less fluid, and the wheels rebound more easily toward the car, improving ride quality. PASM takes information from various electronic sensors and automatically adjusts the suspension to meet a driver's demands. Motoring casually along a boulevard, the active suspension will keep things relatively soft. If a driver gets more aggressive and starts changing directions quickly, on a slalom course, for example, the system senses the change and instantly firms the suspension. The driver can also manually select one of two modes: Normal, for maximum ride comfort, and Sport, for the best handling response. We could immediately feel the suspension on our 4S Cabriolet stiffen when the Sport button was pressed. There is less roll in the Sport mode.
True enthusiasts will want to opt for a coupe because it is the stiffest and therefore the best handling body style. We did notice some body shake in the Cabriolet, especially over bumps. The Cabriolet was also less stable on a race track, showing a tendency to shimmy under heavy braking. However, we also had the opportunity to drive a 4S Cabriolet on a racetrack on the same day we experienced the BMW M3 sedan and Audi R8, and it was at least as good, if not better than those rivals. The confident braking alone makes the 911 a wonderful track car.
We found it takes some time to get used to just how quickly the car slows; on road racing circuits we often slowed the car down too soon before getting to the turn-in point. Slam on the brakes and the 911 stops in less distance than just about any car on the road with very little nose dive. Do this again and again and again, whether lapping a road course or barreling down a mountain road, and there is no perceptible fade or increase in stopping distance, even in situations that would have the brakes on lesser cars smoking. And if you jerk the wheel in one direction or the other in one of those stops, the 911 will just turn. No fuss, no fluster. The available ceramic brakes work extremely well for track duty due to their resistance to heat. They are expensive, however, likely aren't as good when they're cold, and are unnecessary for all but serious weekend warriors. The ceramic brakes reduce unsprung weight by 40 pounds; if you don't know what that means you don't need them.
With variable ratio steering, the more the driver turns the steering wheel, the faster the car turns. Variable ratio steering is intended to deliver the best of two worlds. On one hand, it's supposed to ease maneuvering in the confines of a tight parking lot or improve response on a winding road with frequent sharp turns. On the other, it should improve stability at ultra-high speeds. A driver who sneezes during a 150-mph blitz down the autobahn doesn't want a little twitch of the hand to send the car into the adjacent lane. Enthusiast drivers tend not to like high-tech steering gizmos like variable-ratio steering. Yet Porsche's variable system works just fine. It's seamless, linear and predictable, and very satisfying.
Indeed, one of the most remarkable things about this car is the way it accurately follows the path the driver sets. With reasonable attention, a driver can put the 911's front tires within a fraction of an inch of the intended target, whether that target is the apex of a curve on a racetrack or a stripe painted on a public road. The 911 will track more accurately in this fashion, more consistently, than just about any car you can buy, and required steering corrections are minimal, even when a bump or pothole wants to send the Carrera off its intended path. Moreover, even with the variable-ratio, the 911's steering communicates every nuance back to the operator. When driving these cars on a race track, we were able to tell how close the front tires were to losing their grip by feedback through the steering column. Even the luxurious Turbo provides the driver with lots of feedback. The driver becomes one with the car and can more easily drive the car to its limits and slide it around turns. Grip is in abundance and the 911 tenaciously sticks to the pavement through high-g turns. This kind of performance is expected in a high-priced sports car, to be sure.
Yet the great thing about the 911 is that it doesn't beat you up in mundane driving situations. We experienced this on the cratered streets of downtown Detroit and on bumpy roads around Los Angeles. It's part of what we call the 911's wash-and-wear quality. As high-performance cars go, the 911's ride is remarkably comfortable, with little suspension crashing and few jolts through the body of the car. The active suspension only enhances this quality. Even during aggressive drives, there's enough compliance in the suspension to keep the Carrera on track when it hits a bump, including a bump that would send other sports cars off line and require steering corrections. Often, in the 911, the driver can simply hold the line around a bumpy turn without making any steering corrections. In a Boxster and many other sports cars, we'd be sawing at the wheel to keep the car pointed.
You may have heard tales of tail-happy handling from the 911, a function of the weight of the engine hanging off the back of the car, but that's ancient history. It now takes work to get the Carrera's rear end to slide out. It prefers to stay on the intended trajectory, even if the driver provokes it with ham-handed inputs to gas pedal or steering wheel.
The all-wheel-drive Carrera 4 models employ a viscous-coupling to send from 5 percent to 40 percent of the driving force to the front wheels as needed. This is an advantage especially in bad weather, where you need all the grip you can get. However, the all-wheel-drive also improves handling on dry pavement, expanding the performance envelope.
The Turbo's all-wheel-drive can adjust the driving force from 0-100 percent at each of the four wheels, though this would only occur in extreme circumstances. It has an electronically controlled clutch at each wheel to control the distribution of power.
In short, these sports cars inspire great confidence. The 911 requires no self-convincing. You're quite sure that with a reasonable dose of common sense, it will get you through the turn. It can make the average driver feel like a pro, and it can make drivers who like to work on their driving skills feel like Hans Stuck.
With the caveat that storage space is limited, the 911 remains one of the easiest high-performance sports cars to get in and out of, and the easiest to live with every day. The maximum oil-change interval for the Carrera is an almost unbelievable 20,000 miles. In 1975, a conscientious 911 owner would have changed the oil six or seven times in that period. (We're not sure we'd drive 20,000 miles between an oil change, but we're superstitious.)
You can find sports cars with more sex appeal and you can certainly find sports cars that are more brutish. You will not find a sports car with better overall balance than the Porsche 911, however, and you will not find a true high-performance machine that is easier to live with as daily transportation. The 2009 upgrades to the engine give it more punch and the new PDK transmission makes it perform better than ever. So, which one? The basic Carrera is a terrific sports car and we'd be delighted to drive one every day. The S adds a little oomph enthusiasts will appreciate. A Carrera 4 with the PDK is safe and comfortable no matter the weather or the ugliness of the traffic; it's a great sports car for the daily commuter. The Targa is interesting, but the mesh doesn't keep the sun out enough. The Cabriolets aren't as pretty to our eyes as the coupes, until we drive them, that is, then they're pretty sweet. The Turbo offers the ultimate in performance yet easy to drive and docile in traffic; it's our choice when money is no object.
NewCarTestDrive.com correspondent J.P. Vettraino filed this report from Detroit, with Mitch McCullough reporting from Los Angeles, Park City, Utah, and Birmingham, Alabama, and Kirk Bell reporting from Chicago and Salt Lake City.