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A place on the internet to discuss MSU sports, bourbon, and cigars, tell made up stories and generally act like an idiot when no one is watching. Sarcasm allowed.
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Leo as Leo...no way!
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Joined: 27 Aug 2001
Posts: 1444
Location: TX (USA)
Posted: Sun Sep 23, 2001 4:48 pm
Post subject: Leo as Leo...no way!
I read recently that Ben Affleck, Matt Damon and Leo DiCaprio were all up for Mark's part. Mark did a great job. I can totally see Ben Affleck in that role, I must admit. Matt Damon I cannot see. Leo Di Caprio...UH NO. He looks 14 years old and always will.
I know Mark rocked, but just for interesting discussion, who else could you see playing Cpt. Davidson?
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Joined: 14 Sep 2001
Posts: 59
Location: Norfolk, Virginia
Posted: Wed Sep 26, 2001 1:16 am
Post subject:
I'm glad they didn't put Matt in that role. Mark was good for that part because he's more macho and rugged. Matt seems too pretty in a gay guy sort of way. The apes would have kicked Matt's ass
I can't think of anyone else for that role besides Mark
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Joined: 09 Aug 2001
Posts: 205
Location: Bandar Seri Begawan, Brunei Darussalam
Posted: Wed Sep 26, 2001 4:12 am
Post subject:
ok, I totally agree w/ you both. Mark is perfect for the part. Ben would've put a quite good job on the part too. Matt...uhh..lemmesee...naaaaah! Leo? Ok, imagine him in a space suit and hanging around those monkeys....if they actually put Leo in the part...the director/caster had just made a heeeeeeeeeeeuge mistake! OMG Leo(di caprio)would've sucked! definetly not spaceman/manly/hottie type. in my eyes tho...
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Joined: 27 Aug 2001
Posts: 1444
Location: TX (USA)
Posted: Wed Sep 26, 2001 7:16 am
Post subject:
Yeah, Matt would really have to bulk up. And I have never found him attractive. Mark had a maturity Ben doesn't have, but for some reason I can see Ben doing it.
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Joined: 09 Aug 2001
Posts: 205
Location: Bandar Seri Begawan, Brunei Darussalam
Posted: Thu Sep 27, 2001 5:57 am
Post subject:
yeah, Ben would've been Okay cos just look at Armageddon. Matt & Leo look quite alike and they look too sissy. No offense to anyone who ACTUALLY likes them both but c'mon, they would NOT fit the part. Emat you're right about Leo looking like a 14 yr old. He really does even in The Beach.
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Joined: 27 Aug 2001
Posts: 1444
Location: TX (USA)
Posted: Thu Sep 27, 2001 7:38 am
Post subject:
Plus, they'd have had to pay some of those guys more. Mark's asking price will go up but Ben's is probably sky high. Matt and Leo have made flop after flop, so they have no business having huge asking prices, that's for sure!
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Joined: 09 Aug 2001
Posts: 205
Location: Bandar Seri Begawan, Brunei Darussalam
Posted: Sat Sep 29, 2001 3:13 am
Post subject:
Oh yeah, once again, the mighty Emat is right(as always) Ben would've have about 15-30 million going on, or even more(i don't know a thing about paying ppl salaries in movies)!
Matt & Leo would've made the movie even more worse(not that i'm sayin itz bad or nuthing)
both of 'em have made movies which are no where near the top 10 charts(well most of their movies, anyway)Oh, and I've just 'discovered' that u like Ed Norton too.
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Joined: 27 Aug 2001
Posts: 1444
Location: TX (USA)
Posted: Sat Sep 29, 2001 4:54 pm
Post subject:
Why, thank you!
I have said before that I think Mark would have done great in the American History X role...I was shot down! LOL...that's OK. I know that character was evil, but I think Mark could have done it (witness Fear). He's got that sneer!
Norton did great, too...I am a fan of his, but he has done such junk lately. I don't know what the problem is. Flop after flop after flop!
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Baby Junior
Joined: 30 Jul 2001
Posts: 3321
Location: GA
Posted: Sat Sep 29, 2001 7:07 pm
Post subject:
I Think Matt kinda would have been good for the role but then agin no way! Mark was so good for the part but my mom keeps on saying they should have got somoneelse for the part.Ben would have been good cause he was in armegadeon. Leo no way! I used to like him and leo does not look 14 years old. No way. Have you guys seen him now. He looks 26 to me.You guys must be seeing out of date footage.Mark for me!!
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Joined: 09 Aug 2001
Posts: 205
Location: Bandar Seri Begawan, Brunei Darussalam
Posted: Sat Sep 29, 2001 8:15 pm
Post subject:
Okay, okay so Ed's movies were flops(tho i kinda liked 'em)i've seen Leo now but c'mon...he still looks like a 14 yr old 2 me!
and he wouldn't really look good 4 the part
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Rockstar Fan
Joined: 23 Sep 2001
Posts: 426
Location: Michigan, U.S.A
Posted: Thu Oct 04, 2001 12:27 pm
Post subject:
I know I am suppose to think of someone else that will fit in the role, but really, how can there be a better choice than Mark. He has the right body build for the caracter.
If Leonardo got the part, I am sure the first ape that jumped on him would have made him fall over, he doesn't look very secure on his feet. If you want to make a comedy Planet of the Apes, put Brad Pitt in the role, I will laugh so hard, my stomach would hurt.
[This message has been edited by Rockstar Fan (edited October 04, 2001).]
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Joined: 05 Oct 2001
Posts: 1
Posted: Fri Oct 05, 2001 4:53 am
Post subject:
Bens asking price is usually $10 million, isnt that the same as Marks?
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- Details
- Reviews
- What's Included
The days of ugly and impractical pet furniture are over. Refined Kind Pet Products offeres the saving grace for pet furniture that is both functional for the pet and aesthetically satisfying for the owner. The Cat Clouds Cat Shelf offers felines the opportunity to relax in an elevated perch. Let them lounge on super strong metal platforms with soft comfortable pads covered in faux sheepskin fabric. The pads' magnetic bottom permits easy replacement if worn. Let your cat walk along your wall rather than your furniture. The Cat Cloud features two large platforms that are each 20 inches by 10 inches and can support up to 70 pounds. The Cat Clouds Cat Shelf also comes in a Right Facing.
The Left Facing Cat Clouds Cat Shelf is also available in the following colors:
The The Refined Feline products began in a small apartment in Englewood, New Jersey out of frustration that the current pet products were unnecessarily awkward and overly unattractive. The dilemma presented itself to the founders of the company: how can a pet's needs for functional "furniture" co-exist with the need for a nice looking home. The solution: design pet furniture with both the pet and the pet owner in mind. Assuming that others faced a similar dilemma, The Refined Kind Pet Products was born with the goal to create a line of products that are easy to maintain, fun and functional for pets, in addition to being attractive and customizable to easily blend with any home's decor.
Specifications Manufacturer The Refined Feline Manufacturer Product No. CLOUD-OW-L UPC 707321500331 Supports 70 Pounds Platform Size 20in x 10in Overall Size 38in Wide Pad Material Faux Sheepskin Color Off White
- 1x - Cat Clouds Cat Shelf, Left Facing - Off White
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- 1x - Cat Clouds Cat Shelf, Left Facing - Off White


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The Philadelphia Streets Department sent out a release yesterday to inform the public that the southbound lanes of Lincoln Drive between Wissahickon Avenue and Kelly Drive will be closed all day on Saturday, June 23.
The closure, according to the release will begin at 7 a.m. and last until 5 p.m. If you're planning on heading into the city at all tomorrow during the day, you'll want to plan a different route. –Pete Mazzaccaro
More from the release:
Southbound Lincoln Drive traffic will be detoured at Wissahickon Avenue. Detour signs will be posted along Wissahickon Avenue, Walnut Lane, and Ridge Avenue to direct traffic to the end of the closure. Northbound traffic will not be affected.
The temporary closure will allow City employees to safely work along this winding stretch of road. This work is scheduled for daytime hours in order to expedite repairs, minimize disruption to motorists, and provide a safe work environment for the workers. Police Department assistance will be on site to help maintain a safe traffic flow in the area.
All work will be completed and the lane will be restored by 5 p.m.. For the duration of the work, Streets Department crews will make every effort to minimize the inconvenience to affected drivers, residents, and businesses. The Streets Department thanks citizens in advance for their patience and cooperation during this project.


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I knew two interesting facts about cocoa: adding a pinch of salt improves the flavor; the Aztecs used chile peppers instead of sugar. I like spicy foods and there's a local chocolate company that makes a nice chile pepper chocolate bar, so I felt I had a good starting point.
Removing the sugar definitely leaves a gap. Adding salt warms the flavor of the chocolate, but it is easy to go too far. With sugar, I add just a few grains of kosher salt per cup. Without sugar, I increased this to a small pinch with good results, but if I went as far as a normal pinch for savory dishes, the flavor of the salt came through. The quantities are small enough that measurements with standard kitchen equipment are tough, and I think it's better to find the break point with your own taste buds.
Next, I added cayenne pepper. This produced a satisfactory bite, but there was still a gap on the tongue where the sugar used to be. So I started adding other spices: cumin, coriander, cinnamon and nutmeg. You can get pretty aggressive with the cumin, but the coriander is like the salt in that a little helps and a little bit more is too much. It's hard to get a nice clean flavor with this technique, but you do get a sort of earthy bass line and that's what I ultimately came to like.
I also experimented with adding back just a pinch of sugar, about the same amount as the salt, and that was enough, given all the other new flavors, to make it taste sweet again.
As I'm writing this, it occurs to me that I should go back and get a whole variety of dried chile peppers and start from scratch. There are a lot of varieties that I have not dabbled with, many with more rounded flavors than cayenne. Also, I doubt the Aztecs used milk. Perhaps there is another path that will lead to a better result. Seems like an excellent project for the coming winter.
To make this yourself, put a small, heavy sauce pan over low heat and add a pinch each of:
- kosher salt,
- cayenne,
- cumin,
- coriander and
- cinammon.
- freshly grated nutmeg and
- a heaping table spoon of (sugarless) cocoa powder (dutch process is good.)
- a mug full of milk,
- 1/4 teaspoon vanilla extract.


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RobDIKUM wrote:sleandres wrote:RobDIKUM wrote:When I was at SJSU, there was a place La Victoria's on 4th and San Carlos that's really good, but i went by there bout 6 months ago and they were renovating or something.
The kitchen burned down last summer...
Oh is that what happened?? well, i saw that there is another one on E. Santa Clara street, i guess near city hall. You should check it out Bada, orange sauce is good.
For sure...I am pretty sure they put crack or some sort of addiction forming additive in that orange sauce


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- Commentary
By Cody Willard
Do you see the lines out the door for the newest, coolest, and most unbelievably Revolutionary Apple product ever? The iP…
Oh, wait, there's NOT any cool new Apple /quotes/zigman/68270 /quotes/nls/aapl AAPL product out there, much less "Revolutionary" in the way the iPod which begat the iPhone which begat the iPad were. Those products created entirely new markets, eco-systems, and economies like nothing else since the personal computer first hit.
The uptake of those products were so huge that Apple literally couldn't build them fast enough to meet demand. When was the last time you said that about Apple?
Here's a very good and short article on Apple from the best value money manager I've ever known. And here's his take on whether or not Intel is a Value Trap.
Let's put together a list of reasons why Apple, the stock, has been in such a funk, and then let's see if there's reason to believe it can get out of its funk.
So, negatives.
1. No new product lines since Steve Jobs passed. I'm not the first and won't be the last to point out how little the products from Apple you can buy right now are compared to what was out there three years ago.
2. Which leads me to this point, which I made in my weekly TradingWithCody.com Live Q&A Chat yesterday: "I'm not so bullish on Tim Cook's leadership right now. He needs to do something besides show up at work and keep the plane at flight. Steve Jobs would be designing and demanding a new spacecraft by now. Tim seems happy to be enjoying the view. Sigh." Or to quote Jeffson in the comments section on my blog put it: "I guess that we are entering into the Gil Amelio Memorial Downdraft period. Only this time there is no angry founder available to ride in on the white horse."
3. Horrible chart. As my Trading Counselor, Elad Ryba, wrote today, "However great that potential is the fact remains we can always invest in a stocks future when the market clearly knows those decisions and tells us positive things are about to start, beginning with an uptrend vs. following a downtrend that can last much longer than any company fundamentals would seem to indicate that could." A lot of folks out there agree with him, especially with the stock falling into new 52-week lows.
The positives.
1. It's cheap! It can get cheaper, oh yeah, it can get cheaper. But then again, at 9x next year's earnings and less than 5x next year's earnings if you include the cash on the balance sheet in your analysis, this stock is as cheap as its ever been since me and my subscribers first bought it when it was trading at less than cash back in March 2003 and the company was barely profitable.
2. That yield is nice. 2.5% dividend yield in a zero interest rate environment is awfully attractive. (I like Intel here for a dividend play even better but that's just because it yields twice as much on the dividend.)
3. Customer lock-in and eco-system integration are better than ever and nobody but Google can come close in the next few years.
I'd also like to say that sentiment is so bad around AAPL and such negative sentiment is a contrarian indicator. But I don't think there's quite enough hatred directed towards AAPL right now and that there are still a lot of aggressive retail shareholders out there holding on and/or doubling down. So I don't think we can call sentiment favorable or negative enough to use it as a signal at all here.
What will stop the chartists and bears from continuing to cram down the weak-handed retail and institutional shareholders?
It goes back to the beginning of this article here. We need a new product. The iWatch could be that product and I can tell you that I am stoked about integrating my iWatch to the rest of my Apple eco-system, if and when the iWatch finally gets here. We need to see some incredible new display/projector technologies and ever simpler ways of engaging the world/Internet/others/etc with our devices. Wearable computing is sure to be big but I'm not so sure Apple will really commit to that any time soon. They've got other opportunities to drive their eco-system centered around the next gen iPhones with all kinds of iWatch and/or other wearable computing accessories built by both them and outside developers.
A great upcoming earnings report, I suppose, could be a catalyst to spark the stock higher finally, at least temporarily.
So too, at least temporarily, would any word of a tens of billions of dollar dividend or buy back or something.
I personally still hold some of the Apple that I've had for many years now. You dear readers have seen me buy and trim around my Apple core position for years now and that's what I still suggest doing. I'm likely to buy some Apple common here while it's down below $400, just to add back to my core position. It could take some time to get a sustainable pop in this stock. But then again, the stock market sure is good at keeping traders, even Apple bears, on their toes. And don't forget to check out what Robert Marcin says about whether or not it's he thinks it's time to buy Apple.
Other than that, the bankster brokers, including the Morgan and the Goldman shorts and puts that I have mentioned here in the Cody Word blog several times, continue to collapse. I'm going to sell a part of both puts here, locking in some nice profits on these recent bank trades.
Cody Willard writes Revolution Investing for MarketWatch and posts the trades from his personal account at TradingWithCody.com, which is not affiliated with MarketWatch. At time of publication, Cody was net long Apple. Follow Cody on Twitter at twitter.com/codywillard.


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People return to battle-scarred Malian town of Diabaly
22 Jan 2013
Resident, Mariam Sissoko, was one of the first who had fled the fighting to return. "I no longer recognize Diabaly. Everywhere you look there are burnt-out cars and tanks, destroyed buildings, the stadium has been completely destroyed, frontless shops have been looted," she told
DIABALY/BAMAKO, 23 January 2013 (IRIN) - Residents of Diabaly in the Ségou region of central Mali, have returned to find their town heavily scarred from the week of heavy shelling it endured until 21st January. Diabaly, with a population of 35,000, was briefly captured by Islamist groups on 14 January leading to air strikes by French forces, which officially liberated it one week later. Most Islamists fled on 18 January. Resident, Mariam Sissoko, was one of the first who had fled the fighting to return. "I no longer recognize Diabaly. Everywhere you look there are burnt-out cars and tanks, destroyed buildings, the stadium has been completely destroyed, frontless shops have been looted," she told IRIN. Shelling destroyed dozens of homes and shops, as well as the principal school's four classrooms. On one side street in the town civilians surveyed the burned-out wreckages of eight rebel pick-up trucks. The military camp, which the rebels used as a base, is in disarray and littered with ammunition, clothes, empty food packages and a few copies of the Koran. Most of the dead bodies have been cleared from the streets, though one or two remain. Near the river lay the body of a man, as yet unidentified but thought to be a civilian. It is unknown how many rebels, Malian forces or civilians died in the fighting. Aminata Kassoge, another resident, told IRIN she knew of at least three people from her neighbourhood who were killed. Some Malian soldiers injured in the fighting are recovering in the hospital in Ségou. Children play by the river-bed where French and Malian troops who now patrol the streets have parked their armoured cars. Malian soldiers proudly display boxes of machine gun ammunition and an assortment of hand grenades left behind by the fleeing rebels. On the other side of the gravel road is the church where the rebels left their mark, decapitating a statue of the Virgin Mary, smashing religious artefacts and flipping over wooden benches. Local priest Father Daniel is not at home, but his 16-year old daughter, Estelle Kouaté, shows us a room where rebels scribbled Koranic verses on the wall. She fled to a neighbour's house when the Islamists entered the town. "They told us we'll die together and those who insisted on leaving were non-believers," she said. Most of the dozens of families who fled Diabaly - by bicycle, donkey, car or motorbike to neighbouring villages Koroma and Niono or to Ségou, the first major town on the road north from the capital Bamako, have since returned. Shaken Life in Diabaly is slowly returning to normal. Many of those who remained are still shaken. When armed forces bombed the rebel camp, weapon caches and vehicles, the rebels initially dug in; some took refuge in people's homes, residents told IRIN. Resident Cherif Moulaye told IRIN Islamists taking shelter in houses threatened to kill people if they complained. Some residents holed up at home watched as shops were looted, and animals stolen. Ségou region's mayor stressed the need to start rebuilding: his first priority is to rebuild the school and find a temporary school in the meantime. Roadside vendors and traders in the market have gradually returned to work, some selling their wares at inflated prices: the cost of rice is up by 27 percent; sugar by 20 percent. There is also a severe fuel shortage because much of the fuel was looted, according to teacher Diarra Moulaye. But, while some residents reportedly sided with the rebels, others are relieved they are gone, and that the fighting is over. Toutou Traore's mud-brick house has been blackened in the fighting and jagged pieces of shrapnel are stuck in the wall. "The air strikes pushed back the rebels, without them we would have been finished. Diabaly would have become a ghost town like Timbuktu or Gao," he told IRIN. Rising number of displaced As fighting has continued elsewhere, the number of displaced has risen: some 7,500 Malians have fled to neighbouring countries, according to the UN Refugee Agency (UNHCR): 4,208 to Mauritania, 1,829 to Burkina Faso and 1,300 to Niger. Far fewer are estimated to be freshly internally displaced: 1,479 have fled to Mopti, 1,136 to Bamako and 984 to Ségou, bringing the total number of internally displaced since 2012 to 228,920. In Konna 60km northeast of Mopti in central Mali, sources told UNHCR that about 5,000 people had left during fighting, but are now on their way back. The agency heard a similar pattern for Niono, in Ségou Region. Agencies are gearing up to help the displaced though in some areas access remains restricted. Ibrahim Almahadi, director of social and economic protection in Ségou, looks tired behind his wooden desk at the social services office. "The authorities are struggling to help the IDPs [internally displaced persons]. Now that Diabaly was retaken we're hoping that people will return home, but we're worrying more people will come from Douentza, Gao and Timbuktu as the fighting continues," he told IRIN. Two thirds of the displaced are living with host families, who are resorting to borrowing money and food, selling goods and diminishing the amount of food they eat, to survive, according to the UN World Food Programme. Courtesy of IRIN News displayed on this site and articles reproduced from other sites are not necessarily the views and opinions of the AL IMDAAD FOUNDATION, its trustees,staff, volunteers and team members globally.


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Brown's 3s help CASC women down NOC-Tonkawa; men lose
Behind 18 points from D. Brown on 5-of-10 shooting from 3-point range, the Carl Albert State College Lady Vikings won 58-53 over Northern Oklahoma College-Tonkawa in the first game Monday night in Tonkawa.Despite the Carl Albert State College Vikings holding a 25-24 lead at halftime, the Vikings couldn't make the lead stand up. NOC-Tonkawa had a decisive run late in the second half to pull away for the 59-45 win Monday night.The CASC teams will return to action tonight with road games against NOC-Enid at the Mabee Center in Enid. The women's contest will be at 6 p.m., followed by the men's game at 8 p.m.


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Jona Lendering (henceforward L), known to many of us from his website Livius, sets out to describe Alexander and his actions essentially as they emerge from non-western (i.e. non-Greek or -Latin) sources. L phrases it as follows: 'It is time to broach non-western sources, but most ancient historians effortlessly succeed in brushing aside this necessity' (p. 13). L uses Persian and a variety of Babylonian material to describe both Alexander's march and the world he conquered, though not ignoring 'western' evidence. Moreover, as is shown both by the maps and the photographs presented, he has firsthand knowledge of many of the sites discussed.
In twenty chapters, in addition to the introduction, we follow Alexander from birth to burial, more or less along familiar lines. L starts with an outline, 'Persia, Macedonia, and Greece', and continues with 'Philippos and Alexander' and 'The First year of Government', after which the story of the expedition proper begins in chapter four ('The Beginning of the Persian Expedition'), still essentially based upon Greek sources but, as regards the capture of Daskyleion, also on archaeological records. The next chapter, 'The Conquest of Asia Minor', is generally based upon Greek accounts, as well.
In the chapter 'Issos', which relates the prelude to and the battle of Issos as well as its aftermath, some Babylonian sources, notably the so-called Astronomical Diaries, have been used; the report of the battle itself, however, is based (again) mainly upon the surviving classical sources and L's own knowledge of the region. Also 'The Levant' is almost exclusively based upon the same source material, apparently from lack of other evidence. In 'The Birth of the Gods' we encounter again some non-Greek evidence in the text, though it is not supported in the notes with solid references, apart from one text on the god Amun, taken from Papyrus Leiden I 350, which dates from the 52nd year of Ramesses II.
Persian and Babylonian sources have been used in 'Gaugamela'. They predominantly serve to illustrate L's view that, due to celestial omens, a large part of Darius' army had been demoralized to such an extent that Alexander obtained a relatively easy victory. L also points to some omissions and/or exaggerations in Greek accounts, as well as at some notable differences from eastern accounts. A very important difference is that, where Greek accounts relate the cowardly behaviour of Darius III, the Astronomical Diaries inform us that 'The [Persian] troops deserted their king, ... they fled to the countries in the east' (p. 173). According to L this account may well have been closer to the truth than the Greek ones.
In 'Babylon' L continues with the events following the battle of Gaugamela. Here, too, he points out some disputable passages in Greek literature, notably Herodotus' account of Babylon. Also in this chapter he frequently refers to non-Greek sources. The description of the situation in Susa shows L's first-hand knowledge of this site. The chapter 'The demise of Persia' begins with the march from Susa into Persis. Here too L displays his familiarity with the terrain. As regards the causes for the burning of Persepolis he remains cautious. Archaeological reports are used to determine the centre of the fire: the resulting conclusion as to the likely scenario for the destruction appears persuasive. The story of the pursuit of Darius III is again coloured by L's familiarity with the geographical situation but here, too, Greek sources dominate the account.
The following chapter, 'Metamorphosis', discusses the transformation of Alexander from a Macedonian king into a Persian ruler. It starts with a Babylonian source which is opposed to Arrian's account and appears to be more trustworthy. Throughout the chapter the reliability of accounts in Greek, notably those related by Diodorus, are questioned. L describes an accumulating discontent towards Alexander both of his own soldiers (displayed in the so-called Philotas affair) and of the Persians, though for different reasons. These occurrences delayed, to some extent, 'The Pursuit of Bessos'. Again L has to rely on the accounts of Diodorus and Quintus Curtius Rufus, though he also adduces some evidence of archaeological or numismatic origin as well as illuminating geographical information, even if not on the basis of autopsy.
In 'The first Sogdian Revolt' L continues Alexander's odyssey with Spitamenes' (possibly a descendant of Zoroaster [Zarathustra] Spitama) revolt which started in 329. It appears, also on the basis of Zoroastrian sources, that Alexander was at odds with at least part of the Zoroastrian priesthood -- as he was with part of the Persian nobles. Spitamenes led a revolt that took the form of guerilla warfare: unfortunately the incidents are badly documented and the topography offers serious problems. It appears that Alexander's measures to counter the guerillas did much to alienate the local population still further from the new ruler. Nevertheless his troops finally succeeded in subduing most of the rebels: Spitamenes was killed (in 327), allegedly by his own men. At the same time Alexander contemplated the introduction of proskynesis, for Persians, Greeks, and Macedonians, to create a single etiquette at his court: the Macedonians especially appear to have resented this measure. Here, again, L has to rely exclusively on Greek sources.
Also for the next chapter, 'Punjab', Greek sources offer the backbone of information, though here again this is supplemented by autopsy: L specifically remarks that ancient Indian literature does not refer in any sense to the Persian and/or Macedonian invasions (p. 274-5). It does, though, refer to the general situation in those days. L's knowledge of the geographical situation proves especially useful in his description of the events at Aornus and in the Punjab, en passant trying to put the battle against the Indian raja Poros in perspective.
The beginning of Alexander's return to the west is related in 'Loss of control'. The journey over the Indus to the south proved to be tiresome and bloody: also Alexander himself was wounded. This news triggered a new revolution in Sogdia, in which Greeks (supported by Sogdians) confronted Macedonians. A similar discrepancy became more and more apparent in Alexander's own army as well. Again, most of L's sources are Greek and frequently either conflicting or unreliable. Only incidentally other sources appear available, notably the Astronomical Diaries, mixed with L's own observations regarding the geographical peculiarities.
Also in the first part of 'Alexander the god' L mixes Greek sources with geographical observations. Having returned in Persia from the Indus region with great losses, in men and reputation, Alexander attempted to get things going again. It appears, however, that his attempt backfired to some extent. Tensions between different ethnic groups increased, as rank-and-file Macedonians felt themselves threatened in their, so far, more or less privileged position, as did many noble Persians. Here, too, L almost exclusively follows Greek sources: the notable exception is the cautious use made of a recently discovered cuneiform tablet BM 41080, which still awaits final publication.
One of the first sources used in 'Death in Babylon' is the 29th Ahû-tablet of Enuma Anu Enlil obv., a Chaldaean source. Also other Babylonian tablets are referred to, as well as some Greek information. Greek sources dominate the penultimate chapter 'Civil war' and the Astronomical diaries and the Babylonian Chronicle 10 are used only incidentally. They describe the rapid disintegration of the Macedonian Empire and its shifting between the various generals, relatives, and successors of Alexander.
In 'Assessment' several sources are discussed, ranging from a map in the Lahore museum, through the medieval roman d'Alexandre and an Iranian-Zoroastrian book, to various Greek visions. L makes it clear that no univocal image of Alexander and his achievements can be created due to the diversity, both in quality and in view, of the sources. A 'Chronology', 'acknowledgements', 'bibliography', 'notes', and 'Index' close the book. The bibliography, especially, I found rather disappointing. In it I missed the books of M. Wood (In the Footsteps of Alexander the Great: a Journey from Greece to Asia, London 1997 [also translated into Dutch]) and R. Lane Fox (The Search for Alexander London and Boston 1980), who have, like L, directly followed the trail of Alexander, at least as far as possible (Afghanistan being at present less hospitable than it used to be). Also some other quite recent and important books are lacking in the bibliography, like C.A. Robinson, The History of Alexander the Great, 2 vols. Providence [RI] 1953-1963; I. Worthington, Alexander the Great: A Reader, London / New York 2003; or J. Roisman (ed.), Brill's Companion to Alexander the Great, Leiden 2003. I understand L's problems what to include and what to exclude in a select bibliography, but in a book with such emphasis on source material as L's these books should, I think, not be overlooked.
L writes clearly and compellingly, though I do not share his love for psychological profiles. The book is manifestly written for the general public, though its use of Near Eastern sources may makes it in some respects also attractive for a more specialized readership. There is, however, a 'caveat': as is stated at the beginning of this review, "the book sets out to describe Alexander and his actions essentially as they emerge from non-western sources". Throughout the book L does try to adduce various of those non-western sources: all those sources taken together make unmistakably clear that, though they may serve to clarify some aspects of Alexander or his actions, the number of non-western sources useful for anything but a superficial text on a detail of Alexander's life is zero. At the same time it is true that the corpus of Near Eastern texts is still dramatically expanding: L's book may, therefore, be regarded as a serious incentive for scholars to try and match the knowledge obtained from this increasing source of information with the existing Greek and Roman ones.


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Dave Foreman's old Volkswagen bus wobbled on unbalanced tires to the northeast across the Plains of San Augustine on New Mexico Highway 12. The salsa at the Mexican restaurant in the town of Reserve had been so hot that Foreman and I were attempting—without success—to drown the fire in our mouths and bellies with large quantities of beer. Dave was driving, I was riding shotgun, and behind us, a large mass or protoplasm named Mike Roselle lay sprawled across the rear seat. Eyes glazed, half a shit-eating grin on his motionless lips, Roselle appeared to be dead, but in fact was simply stoned completely out of his gourd.
It was April 1980, and in the dry southwest spring the brown overgrazed rangeland of western New Mexico, awaiting the summer monsoon, had not yet a trace of green.
Dave was about to resign from his job as the Southwest Representative for The Wilderness Society (disagreements with a new executive director). I had recently quit my position as Wyoming Representative for Friends of the Earth, after the organization had eliminated my $60 per month funding but asked me to stay on and raise my own loot. No thanks. My guiding business was very small back then, and when I wasn't guiding or exploring the wilds on my own, I worked as a political activist to protect wild country from the likes of the U.S. Forest Service—the very outfit that I'd once naively hoped to join as a protector of the woods.
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The thalamus (from the Greek word meaning "chamber") is centrally located between the cerebral cortex and the midbrain and is known for its role in relaying sensory and motor signals to the cerebral cortex, and the regulation of sleep, consciousness, and alertness—rather like a hub of information flow from the senses to the cortex. It is believed the thalamus processes sensory information in addition to relaying it to the primary sensory areas and receiving feedback from the cerebral cortex. It plays major roles in the support of motor and language systems and (in connection with the hippocampus) spatial memory critical for episodic memory.
Interestingly, a common genetic variation in humans is that of the serotonin transporter 5-HTTLPR; as well, people who inherit two short alleles (SERT-ss) also have more neurons and larger volume in parts of the thalamus. The SERT-ss inheritance is linked to a greater vulnerability to depression, PTSD, and suicide. The dorsal thalamus also plays a role in the inhibition of compulsive behaviour—we will look at this more closely later on when we consider the so-called OCD loop that involves the orbitofrontal cortex, striatum, and thalamus.
The thalamus is important for sleep regulation, in particular slow-wave sleep cycles, and it also coordinates parts of the cortex as sleep changes from state to state—an orchestration that works hand-in-hand with the activity of the hippocampus during sleep.
In sum, the thalamus seems to be more than just a relay of sensory information and is integral to brain function in a cortico–thalamo–cortical pathway of processing.
medically accurate illustration of the thalamus
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2002 Ford Explorer ReviewThis car review is specific to this model, not the actual vehicle for sale.
All aboard! New Explorer seats seven.
All new for 2002, the Ford Explorer is better than the previous version in every respect. Handling and ride quality are improved with a new frame and an independent rear suspension. Performance is quicker with new or improved overhead-cam engines. It's a quieter, more refined vehicle with an all-new interior. New safety features are being introduced.
But the biggest news for the Explorer is the availability of third-row seating, allowing it to carry up to seven passengers. It's roomier and more comfortable, benefits of its longer wheelbase, wider track and some clever engineering.
In spite of all this, the new Explorer looks familiar inside and out. It seems the more things change, the more they stay the same. In all likelihood, the Ford Explorer will continue to be America's most popular station wagon.
Four trim levels are available: XLS, XLT, Eddie Bauer, Limited. XLS and XLT come standard with cloth; Eddie Bauer and Limited come with leather.
An overhead-cam V6 engine is now standard on all models, boosting the Explorer's power considerably. A new overhead-cam V8 ($695) is optional on all models. All trim levels offer a choice of two-wheel drive and four-wheel drive models.
XLS ($24,020) comes with cloth upholstery, a high level of standard equipment, and a five-speed manual transmission. Ford's new five-speed automatic transmission ($1095) is optional. Four-wheel drive adds $1800. XLS does not offer some of the high-zoot options available on the other models, including the V8.
XLT ($27,780) gets nicer sport cloth upholstery, a six-way power driver's seat, body-colored exterior trim, a CD stereo instead of cassette, and more interior features, such as a temperature gauge and compass, map lights and dome lights, outside approach lighting, extra power outlets, illuminated keypad for keyless entry. The new five-speed automatic transmission is standard, and aluminum alloy wheels replace steel wheels. Four-wheel drive adds $1965. Leather upholstery with a six-way power driver's seat is available for $655.
Limited and Eddie Bauer models (both $34,055) come with leather seating surfaces, automatic dual-zone climate control, a 290-watt six-CD stereo with six speakers, adjustable power pedals, fog lights, and wider tires. Six-way adjustable heated power seats with dual manual lumbar supports are used in front, and the driver's seat has a three-position memory feature. Four-wheel drive adds $1965.
The top two Explorer models differ only in their distinctive trim: Eddie Bauer comes with Arizona beige bumpers, moldings, lower bodyside cladding, and satin-nickel wheels and grille. Limited uses monochromatic bumpers, moldings and cladding with a silver grille and special wheels; there's also a white pearl coat Limited that uses frost accents.
Third-row seating ($670), auxiliary air conditioning ($610), running boards ($395), Reverse Sensing System ($255), and power moonroof ($800) are options available on all models. A Trailer Towing Prep Package ($395) replaces the Class II hitch (standard) with a Class III hitch, and adds a 3.73 limited-slip rear axle and other hardware.
Front side-impact (side curtain) airbags ($495) are optional, which are designed to protect front and second-row occupants. Dual front airbags are standard. Anti-lock brakes are standard. Seatbelts use retractors and pretensioners designed to reduce injuries in a hard crash. The second-row center seat offers only a lap belt rather than the preferred shoulder harness, however.
Significant safety improvements will be added as a running change to the 2002 model shortly before the beginning of calendar year 2002. The headliner is a new safety canopy (that replaces the side curtain airbags) designed to protect occupants during a rollover in addition to protecting them from a side impact by staying inflated for a much longer period of time. Smarter airbags, Ford's AdvanceTrac electronic stability program, power-adjustable pedals, and a telescoping steering wheel will also be added near the end of 2001. There's no obvious way to tell whether an Explorer has this new set of features, so you'll need to check with the dealership regarding their availability.
No one should have any trouble identifying the new Ford Explorer. Everything on it is new, but the styling is an evolutionary design. It still looks like an Explorer, just fresher and more contemporary. Ford didn't want to take any risks with the Explorer's design after the styling of the previous Taurus was so roundly criticized. It's a handsome vehicle and it looks contemporary. Just don't expect people to stop, turn and stare when you drive by.
Modern integrated front and rear fascia replace the previous bumper treatments. New jeweled headlamps and tail lamps improve safety. Better perimeter lighting from approach lights mounted on the bottoms of the outside mirrors enhances security. Uplevel models come standard with an illuminated keypad on the door for keyless entry. Ford says it's a popular feature among loyal owners. A beefed up roof rack was designed to support up to 200 pounds.
While the new Explorer attracted little attention, the new Mountaineer caused people in parking lots to stop and point; people on the highway would look at it as they passed by, then stare in their mirrors.
The new Explorer is the same overall length and the previous model, but it sits on a (two-inch) longer wheelbase and a much wider track, making it more stable and more comfortable. Lowered frame rails mean the front and rear of the Explorer matches up to a Taurus bumper for improved safety for those around you.
Though everything inside the Explorer is new, our Eddie Bauer felt familiar, with the familiar beige steering wheel, the familiar pinhole leather seating material. Light-colored trim on the inside A-pillars and grab handle add to a light, airy atmosphere. It's a successful execution, though the mouse fur roof liner is nothing to write home about. Leather on the Eddie Bauer model is attractive, but it seems like they could have put leather on the visible inside edge of the seat bottom. We've only glimpsed the cloth and weren't overly impressed, but it may have been a base XLS model.
Handsome gray wood accents, adjustable pedals, a telescoping steering wheel (CY2002), and increased seat travel make the Explorer fit a wider variety of body types. Big coat hooks accommodate thick hangers and big loads of dry cleaning. Nicely designed cubby holes with rubber mats and a relatively large center console help keep odds and ends in check. Interior door handles seem a bit awkward, though, especially on the driver's door; I found myself fumbling around for it at night. Map pockets on the insides of the doors are handy and swell at the end to hold water bottles, but they wouldn't accommodate my one-liter Poland Springs water bottle.
The front seats are comfortable. They are wider and offer more fore-and-aft travel than before. Seat heaters are part of the Eddie Bauer way of living. They keep you warm while the truck is still heating up. The buttons for them are mounted on the sides of seats, which is a bit awkward. Reaching down the side of the driver's seat, the left hand is confronted with an array of seat adjusters. Finding and pressing the seat heater button illuminates a small indicator for each seat on the climate control display. Your passenger will fumble around a bit the first time he or she tries to turn it on. Likewise, it isn't always easy to find the height adjuster. Rake is easy to adjust and there's a knob on the uplevel seats for cranking in some lumbar support.
The decision to add a third row of seating drove much of the design and engineering of the 2002 Explorer. As a result, Ford has done an excellent job of making the third row as roomy as possible, while enabling the driver to quickly flip it out of the way when it isn't needed.
The third row offers as much headroom as the second row, but legroom, shoulder room and hip room are significantly compromised. After flipping the second-row seat neatly out of the way, you can climb back there, fold the second-row seat back into position and slide your feet underneath, which provides somewhat tolerable legroom. It isn't comfortable for an adult, however. There's little shoulder room, and the third-row bench is a bit hard on the outboard edge; it pushes you away from the outboard side toward the center. It'll work okay for small children, but if you need six- or seven-passenger seating on a regular basis you may want to consider a Windstar.
Also, there's not much room in back for groceries or other items when the third row is in place. When cargo space is needed, simply squeeze a lever and lightly push the third row forward. With some practice, it's possible to unlock the rear hatch, open it, and flip the third row out of the way with one hand, which is important when juggling an armload of groceries. The third-row bench folds neatly into the foot well. Well, maybe not so neatly.
The downside here is that the cargo floor is not flat in seven-passenger Explorers. Neither the second nor the third rows fold perfectly flat. So the floor slopes back toward the rear hatch. A sliding cover bridges the gap between the two folded seats, but you could still lose small items through the cracks. The sloping floor took Caesar, the 140-pound English mastiff, aback at first, but he quickly adjusted to it; the sliding panel made a popping noise when he stood on it, but that may have been because it wasn't fully deployed. (Be sure to fold all the seats down to see what we're.
Driving Impression
Our first impression of the new Explorer was that it offers substantial refinement over the previous version, which feels like a buckboard wagon by comparison. Ride quality and handling are greatly improved, benefits of the Explorer's new frame, chassis and suspension system. New engines give it more power for acceleration and towing, and the four-wheel-drive system gets more refined every year. It's still a truck, though. Tire whir is heard; road vibration is felt.
Technical stuff: While the previous Explorer used an independent front suspension with torsion bars and a live rear axle, the new one benefits from a four-wheel independent suspension with coil springs at all four corners. But it goes well beyond that. When Ford redesigned the Explorer, its first decision was to add the third row. There wasn't enough room in the previous model for the seats and there wasn't enough space below the cargo floor to fold them down. Stretching the wheelbase provided some space for the seats. (The overall length of the Explorer remains the same.) Replacing the old live rear axle with an independent rear suspension provided room to lower the floor. A clever porthole designed into the frame allows the half shafts to pass through the frame rails instead of beneath them. While these changes allowed Ford to add the third row, a big side benefit is improved handling and ride quality. The new frame is fully boxed front to rear, providing a far more rigid platform, which allows the engineers to more precisely tune the suspension. The independent rear suspension offers better lateral stiffness, yet more fore/aft compliance than a live rear axle. Up front, Coil springs replace the old torsion bars for better bump absorption.
As a result, the Explorer delivers a smoother ride on rough roads, and it handles better on winding roads. It's very stable at high speeds and feels comfortably secure in bad weather. Running over bumpy surfaces in the middle of a corner doesn't upset the handling, though it is still a truck.
One thing Ford learned from the massive Firestone tire recall was to offer a selection of tires. Depending on trim level, Explorer buyers can now choose among Goodyears, Michelins, and Firestones. Sixteen-inch wheels are now standard with P235/70R16 tires standard, slightly wider P245/70R16s on Eddie Bauer and Limited models.
Off road, the Ford Explorer has never measured up to the competition and the 2002 model doesn't really change that. There are improvements, however. Ground clearance is increased by an inch and shorter front and rear overhangs provide better approach and departure angles, which means you don't scrape the ground as much as before.
About 60 percent of Explorer buyers will opt for 4WD. Explorer's optional Control Trac four-wheel-drive system works great. Our 2002 Explorer offered surprisingly good grip on a muddy, snow-covered two-track in the Arizona high country near Sedona. Ford has refined this system to make it more transparent to the driver, while improving its abilities in limited traction situations. The normal driving mode is Auto 4WD (there is no two-wheel-drive mode.) In Auto 4WD, Control Trac directs the power front to rear according to input from sensors that compare grip between front and rear wheels. If the rear wheels lose traction, the optimal amount of torque is transferred to the front. Using a new, dedicated controller, the system checks for slipping tires 50 times a second and can anticipate situations that are likely to cause the wheels to spin, such as hard acceleration.
Pressing a button shifts the system into 4WD Hi, which effectively locks the front and rear drive shafts together. This can be useful for severe off-road or winter conditions, though Auto 4WD does such a great job of transferring torque that it may be irrelevant in practical terms. Driving on a muddy, primitive trail, I couldn't tell the difference between Auto 4WD and 4WD Hi. It may be possible to detect subtle s.
Ford's 2002 Explorer is a vast improvement over the previous model in every respect. Whether it's the best vehicle in this crowded class is subject to debate, but it's a well-engineered vehicle. It handles well, rides smoothly and the interior packaging is well thought out and, for the most part, well executed.
Dodge Durango is the only other SUV in this class with third-row seating. We find the optional third rows in both of these vehicles to be uncomfortable. Regardless, the Explorer is the more refined of the two.
Model Lineup
2WD: XLS ($24,020); XLT ($27,780); Eddie Bauer ($32,090); Limited ($32,090)
4WD: XLS ($25,900); XLT ($29,745); Eddie Bauer ($34,055); Limited ($34,055).
Assembled In
Louisville, Kentucky; St. Louis, Missouri.
Options As Tested
Front Side Impact Air Bags ($495); auxiliary air conditioning ($610).
Model Tested
Explorer 4WD Eddie Bauer ($34,055).The ultimate in versatility.
Ford Explorer Sport Track offers the comfort of an Explorer sport-utility with the hauling capability of a short-bed pickup truck.
The Sport Trac is basically an SUV with a pickup truck bed grafted to its tail. The Ford Explorer has been the best selling of all sport-utility vehicles. The Sport Trac is based on the previous-generation Explorer, so it does not benefit from the new Explorer's independent rear suspension and other advancements. But it's a nice design with an outdoorsman's interior, and offers the utility of a thoughtfully designed pickup bed for large, and dirty, cargo.
Ford Explorer Sport Trac comes in two-wheel drive and four-wheel drive models. Three equipment packages are available: Value, Choice, and Premium.
The 2WD Value ($22,040) and 4WD Value ($24,810) versions come with a long list of standard equipment. Value packages actually give the buyer a credit over the base models by deleting the five-speed automatic transmission, leather-wrapped steering wheel, remote keyless entry, cruise control, and a tilt steering column.
Make Choice your choice and you get cruise control, power door locks, a more powerful version of the 4.0-liter V6 engine, remote keyless entry, a tilting steering column and an automatic transmission. Choice 2WD ($23,880) and Choice 4WD ($26,650) versions are considered the base models.
Pick the Premium package ($1560) and you get a 4.10 axle, floor and overhead consoles, fog lights, captains chairs with six-way power for the driver's seat, step bars to ease entry and exit from the cabin and upgraded tires.
For 2002, all Explorer Sport Tracs get 16-inch alloy wheels (instead of the old 15-inch versions). There's also a new 23-gallon fuel tank that replaces the 20.5-capacity tank in the 2001 model.
Visually, the 2002 Ford Sport Trac is not very smooth. It has a rugged, utilitarian look with chunky gray cladding along the sides, and bulges along the body. Sport Trac looks like a box, twice over. First, there's the five-seat cabin and then there's the bed, whose walls are nearly 20 inches high. Overall, it's high and bulky looking.
The cargo bed is just over four feet long and the entire bed is made of a seemingly indestructible composite material, so it does not need a liner and won't rust. Ford engineers say they dragged cinder blocks over it and threw in steel pipes and heavy angle iron without any appreciable damage. Any marring of the bed blends in with the black grained finish. Ten winged cargo hooks are sturdily mounted on the rails of the bed, six black ones on the outside and four on the inside; there's also a waterproof 12-volt power source in the cargo area, useful for power tools and even refrigerators.
An optional bed extender is available, a hinged stainless-steel tube-frame that flips back to the edge of the dropped tailgate, increasing the bed length to 72 inches. When it's in position inside the bed, it creates a compartment 25 by 45 inches and can securely contain bags of groceries and keep other small cargo from sliding around. It's removable, but it takes too much fiddling to get it out and back in. There's also an optional lockable hard tonneau cover, which is two-piece, foldable and lightweight, and there is an optional plastic bed divider available.
The standard roof rack consists of just two longitudinal bars, with the crossbars sold as an option, but they are necessary if you want to carry anything up there. The lack of crossbars severely limits the things you could otherwise easily strap on. Without the crossbars, we carried a nine-foot-long duffel bag full of sailing gear, and had to flop it right down on the roof.
The Sport Trac is built on a lengthened Explorer frame and has increased lateral stiffness, a tubular crossmember and thicker side rails. Urethane body mounts are used to smooth the ride.
Sport Trac's cabin is durable. The flooring is made of a textured composite rubber easily swept with a Wisk broom or cleaned with water. Door panels are resilient plastic. Cloth is only found on the seats and headliner. The rest is ready for mud. The rubber flooring under the removable Berber carpet floor mats offers enhanced sound insulation.
Optional leather seating ($655) includes leather low-back seats with adjustable head restraints, six-way power driver's seat, and manual lumbar adjustment for the front seats.
The front seats are nicely contoured and quite comfortable. We weren't crazy about the looks of the dark brown gabardine seats at first, but they kind of grew on us. We prefer the lighter shade. The seat material appears to be easy to clean.
The rear seats are roomy. Rear legroom is ample at 37.8 inches, a full seven inches more than the Nissan Frontier. The back seat also contains three child seat tether anchors, standard. The rear seats split and fold down without having to remove the headrests, which quickly provides cargo space inside the cabin.
Big fixed cup holders in front, forward of the armrest, add convenience, along with a little slot good for coins and tickets. Forward of that is another tray with two more slots, one of them fairly big.
The removable nylon pack under the center armrest was curious. It enables you to carry your console contents with you. It even has a shoulder strap. But it gives up function that would exist if it were fixed. It was awkward when in place, and as a result we never used the compartment because we didn't want to deal with first raising the armrest, then lifting a limp material top secured by Velcro.
A power rear window slides up and down, either slightly for flow-through ventilation or all the way down, which the kids in the back seat will love. Back-seat passengers can reach through to grab things out of the bed, such as drinks from a cooler.
A digital compass with outside temperature gauge over the rearview mirror is a highly useful and appreciated tool that more carmakers should fit in their vehicles, especially any vehicle that may head into the backcountry. We noticed it was a long reach to the emergency brake release.
Ford is trying hard with big-ticket engineering details, an area where the company excels. A lot of effort went into reducing the noise level in the cabin, successfully.
Driving Impression
Sport Tracs come with Ford's 205-horsepower 4.0-liter V6. It's a sophisticated engine, with overhead-cams, and an aluminum head and pistons. It likes to rev, and it's smooth, responsive and great fun at speed. The 237 foot-pounds of torque come way up there at 4000 rpm, and 203 horsepower is produced at 5250 rpm, with redline at 6250. But that fun you're having at speed will have to come in the lower gears; at 75 mph the engine cruises at a mere 2650 rpm. That's with the standard 3.73 final drive rear axle ratio. The optional 4.10 rear-axle ratio with a limited-slip differential ($355) would allow the engine to better do its thing, although at the expense of gas mileage. The higher-numerical 4.10 rear end also improves performance for towing.
With five speeds in the transmission, we were surprised by how far the tach needle jumped when the transmission kicked down, as more gears mean closer ratios. Once, we were hauling uphill on the freeway at 70, working around a semi-rig, and when the tranny kicked down, evidently from fourth to third, the rpm lunged to more than 5000, then back to 3500 when it upshifted again. But overall, the transmission matched the engine for smoothness and sophistication. You do get quality Ford engineering, here.
The four-wheel-drive system can be shifted on the fly between two- and four-wheel drive. A low-range mode is ready for heavy snow, deep mud or soft sand.
To make the Sport Trac, Ford lengthened the Explorer's frame more than 14 inches to 206 inches on a 126-inch wheelbase. An Explorer's suspension and drive train isn't Ford Tough like the big Super Duty pickups, but Ford reinforced the frame for greater rigidity and tuned the suspension to improve its off-road performance. Payload is up to 1,500 pounds with a 5,040-pound towing capacity.
The Sport Trac is quite tall, so it doesn't handle like a car. There is some weave and pitch, sway and jounce. It's not heavy, but the rougher the road and the higher the speed, the stronger it gets. The bushings, spring rates, shock valving and stabilizer bars have been modified, according to Ford, for improved ride, handling, and noise/vibration/harshness over the Explorer. The power rack-and-pinion steering did not provide as much assist as we would have liked for parallel parking in tight places.
The Sport Trac comes with bigger brake rotors than the previous-generation Explorer, using ventilated discs in front and drums in the rear. The brakes slowed and stopped the Sport Trac okay.
Ford Explorer Sport Trac is an innovative design packed with small innovations that make life in town and in the backcountry more convenient. The solid strengths of the 2002 Ford Sport Trac, the engine, frame, chassis and body, for example, make for an impressive sport-utility truck.
Model Lineup
4x2 ($23,880); 4x4 ($26,650).
Assembled In
Louisville, Kentucky.
Options As Tested
Cloth Comfort Group ($935) includes cloth front bucket seats with six-way power driver seat, high-series floor console with rear climate and audio controls, overhead console with outside temperature display and compass; Convenience Group ($750) includes autolock, remote keyless entry, cruise control, tilt steering column, leather-wrapped steering wheel; cargo cage ($195).
Model Tested
Sport Trac Choice 4x4 ($26,650).
201 South Hwy 3
League City, Tx. 77573
Contact: Sales Manager
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5.0 Mustang & Super FordsFeatured Vehicles
2014 Ford Mustang GT RS3 - Size Fourteen
Roush Stage 3
Horse Sense: The RS3's R6 Aerobody package consists of a revised front bumper cover and grille, front splitter (I love those), rocker side splitters, rear side splitters, aero rear valance, and a rear deck spoiler.
The great thing about this job is that we get to drive the baddest Mustangs on the planet. Unfortunately, when we're able to drive the baddest Mustangs' little brothers, they might not shine as bright as their more powerful stablemates.
We recently drove Roush's Phase 3 Mustang for the August '13 issue ("Quick Spin," p. 32), which featured a Ford Racing Aluminator engine with a Roush 2.3-liter TVS Roushcharger, a Tremec Magnum XL six-speed transmission, and a 675hp flywheel rating. We saw 585 hp at the wheels with the Phase 3 Roush, and 11.80s at 126 mph in street trim.
Not long ago, in the Oct. '12 issue, we were behind the wheel of the Raybestos giveaway car ("Givin' It Away," p. 42), which was built by Roush Performance. This car—which we didn't win—featured much of the same equipment as the Phase 3, but with eye-popping Raybestos NASCAR short-track brakes and a Moser Engineering 9-inch rear. Before that was the '10 Roush 540RH in the July '10 issue ("Sleeping Giant," p. 120), which is the car that started this author's love affair with Roush Performance vehicles.
Therefore, the '14 Roush RS3, or Stage 3 seen here, has huge shoes to fill. Like Kobe Bryant and Lebron James trying to fill Michael Jordan's ... uh, Jordans, the '14 RS3 can only hope to come close to those aforementioned game changers. However, also like Kobe and Lebron, it's no slouch.
The '14 Roush RS3 is a great car. Even after driving the aforementioned Roush Mustangs before hopping into the RS3, we have to check ourselves. Back in the Fox days, if someone had told us someday we'd be able to buy a 500-rwhp Mustang, drive it daily, knock down 20 mpg, and run 11s all day, we probably would have said they needed medical attention. However, those attributes are exactly what the '14 RS3 offers.
Sure, we might be spoiled with what we get to drive, but the RS3 is still a tough package to beat. Standard RS3 equipment includes an intercooled TVS Roushcharger, a performance-tuned suspension, Roush 18-inch chrome wheels with Cooper RS3 treads, dual-chamber exhaust tips, and all the requisite Roush graphics and RS3 call-outs.
The intercooled TVS Roushcharger is said to push the factory Coyote engine to 575 horsepower and 505 lb-ft of torque at the flywheel. On the SIM Tech Center Dynojet, the car put down roughly 500 hp at the feet. A Ford Racing Aluminator engine is available for the 625hp Phase 2 or 675hp Phase 3 upgrade, should your wallet allow.
Roush takes the already spectacular Mustang underpinnings to new heights thanks to custom-valved dampers, rate-matched springs, a more robust front stabilizer bar, and a revised upper control arm designed to eliminate wheelhop. By the sound of all this, you'd think the ride would be less than compliant, but that's not the case at all. The car doesn't beat you up, and it soaks up everyday driving with ease. It's truly a comfortable, capable car, able to putt-putt down the road, yet attack the curves when the road goes squiggly.
The RS3's exterior is still a bit understated, despite its R6 Aerobody package, even with the yellow graphics our test car featured. The yellow is what Roush calls Launch It Lemon, and during our stay in the car, people either loved or hated the yellow graphics. Roush says over 250 color combinations are possible, with optional custom paint available featuring Sherwin-Williams' finest hues.
They can even custom-paint the car for you using Sherwin-Williams' finest hues
Despite the loud accents, the exterior is largely void of gaudy look-at-me graphic shout-outs—just a few Roush emblems, RS3 badges, and reflective lettering within the Launch It Lemon graphics. The reflective lettering is a subtle design touch, and we like it.
Another exterior addition for 2014 we really like are the new optional 20-inch wheels. Roush doesn't really have an official name for them, but they're a traditional five-spoke design, available in Chrome, Hyper black, and Graphite. As you can see, the graphite units look perfect against the factory Ingot Silver paint.
The car wasn't without fault, though, but we suspect these issues will not be present on production Roush RS3s. Our test car suffered from gear whine, which also caused a rattle within the rear quarter trim, which may have been accentuated by the X-brace/rear-seat delete. We're sure with a rear seat in place, the noise would've been reduced. However, we also realize these press cars aren't treated to a life of luxury. They are often beaten within an inch of their lives, which can add in some post-title NVH.
Still, we would be happy to go shopping on Roush Performance's website for our own RS3. Of course, we'd have some trouble picking from the over 250 different color combinations. For once, the wheel choice would be easy—the optional 20-inch shoes, please. And you better believe we're checking off the Ford Racing Aluminator engine option, along with the 675hp Phase 3 upgrade. And yes, the biggest brakes, too.
After all, we enjoy driving the baddest Mustangs on the planet.
Tech Specs: 2014 Roush RS3
Engine and Drivetrain
Block: Stock
Crankshaft: Stock
Rods: Stock
Pistons: Stock
Camshafts: Stock
Cylinder heads: Stock
Intake manifold: Roush Performance intercooled lower
Power Adder: Roushcharger 2.3-liter TVS supercharger
Fuel system: Stock w/ Roush Performance injectors
Exhaust: Roush Performance dual-chamber axle-back
Transmission: Getrag six-speed manual
Rearend: 8.8-in w/ 3.73 gears
Engine management: Stock Copperhead w/ Roush Performance calibration
Ignition: Stock
Gauges: Roush Performance
Suspension and Chassis
Front suspension
K-member: Stock
A-arms: Stock
Struts: Roush Performance custom-valve
Springs: Roush Performance rate-matched
Brakes: Roush Performance
Wheels: Roush Performance 20-in, Graphite, five-spoke
Tires: Cooper RS3
Rear suspension
Shocks: Roush Performance custom-valve
Springs: Roush Performance rate-matched
Control Arms: Roush Performance
Brakes: Roush Performance
Wheels: Roush Performance 20-in, Graphite, five-spoke
Tires: Cooper RS3