#alex lbs 911

[regina-cordium]

athena and may helping bobby investigate this sketchy rehab fjsdofjdsoifj

the family that detective red-string-corkboard theories together stays together

[truthandlove]

Shared by Mom, Alex Dawson

"I rocked Dawson to sleep last night and put him down around midnight last night, to wake up around 5:15am to my perfect little boy, cold. Immediately, trying to wake him up and give him CPR, screaming for everyone in the house and to call 911. I can't remember how many professionals came through the house, taking pictures, and asked me question after question. I can't remember how many people tried to talk to me about God, and directing me to support groups. I can't explain how long it felt like it took to get answers. I was asked what happened the day prior. I explained. " We woke up around 9am. I took a shower, then proceeded to give Dawson a bath and bottle before his doctors appointment. We got to the doctors and they gave him 4 immunizations. 3 shots, 1 oral. We weighed him and he was at 15 lbs and 24 and some inches tall. 97 percentile. Healthy and happy. He got his shots and cried the saddest tears I've ever seen, his eyes actually turned bright yellow-green like mine do and just looked at me in so much pain, and it broke my heart. I held him close to me till he stopped and held his finger and just kept repeating "it's alright, hunny. It's okay. It's all over now. I'm sorry, bubbba". I lied to him. It wasn't alright. Nothing was going to be alright." " I was so happy about his appointment and how he was growing, that I decided to take Dawon with Ben's whole family to the hot springs. I put him in his adorable bathing suit,, packed some water in a separate bottle for him, and off we went. I was so worried walking into the baby swim pool as to how he would react.. idk why because he was so stinking happy swimming around. We went to dinner at his mom's house a couple hours later, and he was his normal well behaved happy self. I noticed then that his appetite was off. He didn't want his bottle before we went swimming, and didn't want it after. I thought maybe this one he didn't want because it wasnt as warm as I usually make it." " He fell asleep on and off there. We got home and I gave him a nice hot bottle, which he didn't want, and fell asleep while I was rocking him. I laid him down in the living room, went and changed my PJs and hung out in the living room till almost midnight. Brought him in the room to sleep because I was getting ready to go to bed since him and I were supposed to drive back to New York this morning. I woke up around 5:15, to my perfect little boy, cold, and not breathing. " "The time went by so slow waiting for the autopsy. I kept saying to everyone... " Did I put too much sunscreen on him?" "Did he have water from the pool lodged somewhere from the pool?" .. I didn't put a blanket on him last night because he was in thermals, so I knew he didn't suffocate.. "But I still asked outloud if it could be that. I said, "it had to be those f******g shots!! 15 hours later, he's dead!" " The autopsy came in, and they said they gave him an internal, external autopsy, a toxicology report (which hasn't come back yet) and did blood work. And all they could tell me is absolutely nothing." " They just kept saying how healthy he was and big, and beautiful. And that they can tell if a parent is good by looking by the shape of their head. She said she could tell he wasn't set down often and was held often (which was true). They said there was no explanation for it." " And I'm sorry, but I call bullshit. They said he passed away from SIDs. And not from his immunizations, and I'm sorry, but I just don't believe that. They say it's a myth... And hey I mean, I got my shots, you got your shots.. we are both still here.. but hes not and it is just too coincidental for me. I don't understand how a big and healthy baby can just pass away with no explanation." " We can find the cause of deaths for elderly, adults, and children, but not infants? "

[kitchenscene]

you always know the episode has started because the mutuals are out here throwing up

[yikes-xander]

tk and I have many things in common,, one of them is being in love with carlos reyes 🥰

[darthspideys]

NOT MADDIE BEING HER ACTUAL LEGAL NAME STOP THIS IS INACCEPTABLE

[firewvlker]

BASIC INFO

NAME: alexia daphnée bergeron

NICKNAMES: alex, lex, lexi

AGE: 30

BIRTHDAY: october 20th

GENDER: cisfemale

SEXUAL ORIENTATION: bisexual

ROMANTIC ORIENTATION: biromantic

PRONOUNS: she/her

RELIGION: buddhism

SPECIES: human

MARITAL STATUS: single

LANGUAGE(S) SPOKEN: french, english

ACCENT: french-canadian

FAMILY TIES

MOTHER: camille bergeron

FATHER: leo bergeron

SIBLINGS: n/a

CHILDREN: n/a

FINANCIAL STATUS: upper class

PHYSICAL ATTRIBUTES

FACE CLAIM: brie larson

RACE / ETHNICITY: white / french-canadian, métis, english, swedish, german, welsh, scottish

NATIONALITY: canadian

HEIGHT: 5′ 7″

WEIGHT: 128 lbs.

BUILD: athletic

HAIR COLOR: blonde

EYE COLOR: light brown

DOMINANT HAND: right

TATTOOS: tba

PIERCINGS: earlobes

DISTINGUISHING CHARACTERISTICS: smile

LIFESTYLE

RESIDES: los angeles, california

BORN: québec, canada

RAISED: montréal, canada

VEHICLE: black porsche 911 turbo s

PHONE: purple iphone 12

LAPTOP/COMPUTER: alienware x17

PETS: a chihuahua named taco

OCCUPATION: actress; former singer/songwriter

LIVING ARRANGEMENTS: fancy ass apartment

FAVORITES

LOCATION: montréal

SPORT: ice hockey

SHOW: rick and morty

MOVIE: pulp fiction

BAND: the neighborhood

ARTIST: the weeknd

FOOD: pizza

BEVERAGE: iced tea

COLOR: purple

HEALTH

PHYSICAL AILMENTS: n/a

NEUROLOGICAL CONDITIONS: anxiety

ALLERGIES: n/a

SLEEPING HABITS: terrible, she typically runs on 5 or so hours

EATING HABITS: due to her job she has to keep a rather strict diet but has cheat days here and there

EXERCISE HABITS: depends on her current role(s); she hits the gym 5-6x a week

EMOTIONAL STABILITY: 9

SOCIABILITY: introvert

BODY TEMPERATURE: cold natured

ADDICTIONS: n/a

DRUG USE: no

ALCOHOL USE: socially

PERSONALITY

LABEL: the celebrity

POSITIVE TRAITS: loyal, artistic, charming

NEGATIVE TRAITS: sarcastic, indecisive, overly competitive

FEARS: spiders, failure

HOBBIES: tba

HABITS/QUIRKS: tba

LIKES: tba

DISLIKES: tba

EXTRA

ZODIAC SIGN: libra

MBTI: isfp

ENNEAGRAM: enneagram 3w4 -- the expert

TEMPERAMENT: melancholic-choleric 

HOGWARTS HOUSE: ravenclaw

MORAL ALIGNMENT: chaotic good

PRIMARY VICE: pride

PRIMARY VIRTUE: patience

ELEMENT: air

[unrely]

ALEXIS DUVAL.

“ you call it madness, but I call it love. "                                          ― don byas

BASICS.

name: alexis edmé duval aliases/nicknames: alex age: 32 birthday: december 31 gender: cis male pronouns: he/him sexuality: homosexual, homoromantic ethnicity: mixed (caucasian mother, mexican father) religion: christian

APPEARANCE.

alexis is tall & lithe, standing at 6'0" (182 cm) and weighing in at 125 lbs. (53 kg.) he has long limbs and a narrow body - he is lightly toned, but this from a lack of body fat more than regular exercise. he does not eat often enough, and it shows - his ribs are a little bit too visible to the naked eye.

his forearms and thighs are criss-crossed with self-harm scars. in modern verses, he has a tattoo sleeve of childhood drawings from each of his siblings, diligently copied directly onto his right arm, from his shoulder to his elbow.

he has short black hair of a curly and (in alexis' opinion) frustrating texture. he keeps it short on the sides and a bit of a poof on top. usually sporting a beard, or a handlebar and some glorious sideburns in western verses. he has dark brown eyes, nearly black, with flecks of gray that show up in the sun. heavy bags and thick, expressive eyebrows.

PERSONALITY.

alignment: lawful good mbti: esfj-t enneagram: 1w2 so/sx 126 zodiac: capricorn sun, aquarius moon, sagittarius rising temperament: sanguine stereotype: caregiver, tastemaker, advocate archetype: the caregiver

―

on the surface, alexis is charismatic, only too happy to be your friend, although he may prove himself a bit of a flirt. he is outgoing and social. one too many bottles of wine and a stellar suit will out him as a rather materialistic man, as well.

when at work, alexis is a responsible worker and ambitious in his career. in a position of authority, alexis' anxiety and perfectionism tend to pass to his workers; he has a tendency to be judgemental, and incredibly quick-tempered. he always regrets it after. despite this, he is successful in his career as he is clever and strategic, proving himself useful in a number of situations.

at home, alexis is a loving and family-oriented man, strongly dedicated to his responsibility to them. a long workday can begin to show that he is depressed, stressed, and has low self-esteem, most of which can be traced back to an abusive childhood. this trauma has led him to be pessimistic about life, and fickle with his ideals, unable to decipher the morality of good and bad.

VERSES.

* i love alternate verses and i can create them in three minutes, if you’re interested in writing in a new verse, please feel free to shoot me a message!

modern verse: grew up in the country in a big, dysfunctional family. he and his brother cedric are now sharing an apartment in the big city. alexis works as a paramedic. you can find him on a 911 call or many places about town, he'll happily stop and say hi.

western verse: the marshall of a small town. starts out being very pro-law and kind of a dick and slowly becomes very empathetic towards outlaws and also less of a dick. he also loves to walk about town and will happily say hi or offer you a ride to anywhere you need to go.

outlaw verse: due to about eight very bad things happening in a row, the marshall becomes a bounty hunter, and then an outlaw.

pirate verse: formerly an officer in the french navy, but after being captured by pirates, proved himself valuable enough of an asset to be kept alive. you can meet him as an officer or a pirate, both are interesting.

selkie verse: selkie: a fantastical creature that can change from a seal to a human by shedding their pelt. anyone who can steal this pelt owns the right to the selkie's soul. i have way too many headcanons in the verse i beg of you to ask me about it.

sci-fi verse: star trek based. alexis works in medical on most starships, though later in his career, he ascends to command his own ship. i default to having him in medical, though i will happily write him as a captain upon request.

android verse: detroit: become human based. alexis is an android originally designed to work as a surgeon, though upon becoming an obsolete model, was retired to work as a nurse. the act of caring for a dying man activated his autonomy. he pretended not to be, and kept working as a nurse until he was retired to the junkyard. he was permanently damaged, but ultimately survived.

OTHER.

fears: failure. the subsequent consequence/punishment. his own morality. conditions: ptsd. c-ptsd. depression. anxiety. likes: affection, wine + cheese, sunny days dislikes: sleep, lack of mental stimulation, being wrongfully judged. languages: english, french (like 80 different languages in his android verse)

[crazy4tank]

Watch Porsche Take A Fleet Of New 911 GT3 Cup Cars To Sebring For High-Speed Testing

New Post has been published on https://coolcarsnews.com/watch-porsche-take-a-fleet-of-new-911-gt3-cup-cars-to-sebring-for-high-speed-testing/

Watch Porsche Take A Fleet Of New 911 GT3 Cup Cars To Sebring For High-Speed Testing

Porsche formally unveiled the new 992-generation 911 GT3 only last 30 days but the global community associated with Stuttgart fans already appears rabid with excitement. With a powerful normally aspirated engine and racing-derived aerodynamics and suspension , plus a good-old-fashioned six-speed stay shift, the GT3 ought to perfectly return to the top associated with enthusiast wishlists. What exactly Porsche will certainly achieve with the GT3 RS once the 992 generation has existed a bit longer remains to be seen, specifically now that Porsche has taken a whole fleet of full-race 992-gen 911 GT3 Cup cars to Florida's iconic Sebring Raceway for shakedown testing.

[embed]https://youtube.com/watch?v=swI-ikkYCOc&feature=oembed[/embed]

The new 911 GT3 may offer lots of race-inspired features in a road-going package —one that will plenty of customers will take around the track—but the GT3 Glass leaves the factory completely race spec. This brand new video includes little when it comes to specs and stats for your 992 GT3 Cup yet cosmetically, the car employs the widebody Turbo-style exterior which allows for a wider track plus wider tires, both front side and rear.

RELATED: Bill And Ted’s Electric Adventure: Keanu Reeves And Alex Winter Generate The Porsche Taycan

Other immediate standouts range from the front nostrils visible over and, of course , the substantial rear wing. The Turbo-style side vents feed the particular naturally aspirated engine, which early reviews indicate should produce 503 horsepower from the 4. 0l flat-six , which is combined to a six-speed sequential gears routing power to the rear tires. Torque is rated with 347 lb-ft, though amazingly, this generation's redline can be 250 rpm lower than the fun loving 991. 2 despite top power occurring later within the rev range.

RELATED: Decoding The Porsche 911 GT3 And Its Three-Generation Run

Daniel Armbruster, CEO of Porsche Motorsport North America, was on hand in order to oversee the fun on Sebring. He reports that will laps times for the GT3 Cup are one 2nd lower than the GT3 L on the challenging track, which usually appears quite rough in comparison to other, smoother tarmacs. Yet watching these racers decide to try the curves and straights with their characteristic wail because Porsche dials in the swing bar and alignment configurations for the new chassis creates must-watch viewing—with the sound turned up to 11.

Sources: youtube. possuindo and evo. co. united kingdom.

NEXT: These types of Stunning Porsche Concepts In no way Made It To Production

[regina-cordium]

EVERYBODY BETTING ON WHETHER BOBBY WILL QUIT GOFHDJDBDJSJ

[perksofwifi]

2019 Mini Cooper Hardtop Oxford Edition First Test: Not Easy Being Green

I’m the target audience for the Mini Cooper Hardtop Oxford Edition. My automotive tastes line up well with the Mini ethos; I’m all about compact dimensions, light weight, and motorsport heritage. I’ve always liked the styling and “kart-like” handling of these cars, even if driving this Mini is nothing like driving a go-kart. But there’s one little detail about my life that makes me the ideal customer for this particular Mini. I just graduated from college.

The Mini Hardtop Oxford Edition is something of a popular equipment package, combining some of the model’s best available options in one trim level and selling it at a lower price. Sort of like a Porsche 911 T. But pricing for the Oxford Edition actually sits below that of the optionless base model; a Mini Hardtop 4 Door starts at $23,750, but our optioned-up Oxford tester stickers at just $21,600. What’s the catch? Only a very limited demographic is eligible to buy one.

To be more specific, fine print reads that the Oxford Edition is available to “eligible current full- or part-time students of any two- or four-year accredited college or university, recent college graduates who are within 12 months of their graduation, as well as students enrolled in post-bachelor’s degree programs, such as graduate school, law school, or medical school,” plus “Active Duty members of the United States Military and its recent retirees.”

A Semi-British Bargain

So ,what do these students and military folks get for a shade over $21k? The entry-level Mini Hardtop plus premium paint, 17-inch wheels (up from 15s), heated seats, and a panoramic sunroof. The optional automatic transmission—usually a $1,250 upcharge—is also included with the Oxford, if that’s your thing. This student-or-soldier special saves up to $6,900 compared with a similarly equipped Cooper Hardtop. And let’s recall, the entry-level car is not a bad place to start. It retains the brand’s iconic styling without looking dated, both powertrain options are strong and torquey, and they finally moved the speedometer to a visible spot behind the steering wheel from its awkward home directly in the center of the dash.

Back up a sec; let’s talk powertrain for a moment. Our test car was powered by a turbocharged 1.5-liter three-cylinder engine. Just a tiny little thing, but it makes 134 hp and 162 lb-ft of torque—or 169 lb-ft on temporary overboost. That’s a good bit of torque for a car under 3,000 pounds, and it comes in just off idle at 1,250 rpm. Our Oxford scooted to 60 mph in 7.6 seconds, which was legitimate hot hatch territory not long ago. There’s more than enough grunt to get up to speed, and we had no difficulty passing above 70 mph. Yes, the little three-pot struggles with noise, vibration, and harshness at low RPM, and sure, it makes an almost diesel-like clatter at idle. But it’s enthusiastic in character and a fun driving companion, especially for a base engine.

Read More 7 Ways the Honda Civic Type R Is a Performance Star Hyundai Elantra GT N Line: Why I’d Buy It – Alex Nishimoto Mini Cooper JCW GP Will Make More Than 300 HP

Inside, the standard synthetic leather upholstery is nice enough, and we appreciate this generation’s more conventional interior touches. Window switches have migrated to the doors from their old spot in the center console, and the aforementioned speedometer relocation means it was much easier to tell how fast I was driving. Remember, quirky aesthetics are all well and good but making quirky ergonomic decisions is just poor design. Perfect example: There’s a dramatically red starter switch in the middle of the center stack, and its color and shape make it the first bit of switchgear you see when you slide behind the wheel. It’s a well-executed detail that I appreciated at the start and finish of every drive.

Another ergonomic mishap concerns the 6.5-inch infotainment screen running a Mini-branded version of BMW’s iDrive system. It’s relatively intuitive, but operating the control dial requires a wrist angle that can’t be comfortable for anyone with normal human bone structure. It also scrolls differently than I’d expect; turn left to scroll down, right to scroll up.

Quibbles and Complaints

The backup camera is of decent resolution, but the lack of any guidelines on screen make parking harder than it needs to be. Notably missing here is the inclusion of Apple CarPlay or Android Auto compatibility. Combined with the lack of navigation, drivers in need of directions must resort to propping up phones in a poor-visibility cupholder or biting the bullet and buying a mount. (Pro tip: There are more affordable options than Mini’s Click & Drive with Universal Holder, available for “just” $245.) Bluetooth pairing works well, and the standard audio setup is on the better side of adequate, if a little heavy on midrange bass and weak at the low end. The panoramic sunroof included with the Oxford is large and pleasant, making the relatively tight cabin feel downright airy.

Although quibbles about wind and tire noise can be masked by said audio setup, what cannot be covered up is the Mini’s ride quality. The suspension on this car is pretty stiff—more so than necessary for the standard Hardtop—and that translates to a choppy, bouncy ride that can border on unpleasant.

It also means good body control and little roll when the going gets twisty, something at which the Mini excels. Steering feels quick, and the car is small enough to pick your line through a series of corners without crossing the double yellow. Power is good as long as you keep the three-pot on boil. This would be easier if you could swap gears with paddles behind the steering wheel, but the automatic’s manual gate works in the correct direction (down is up, up is down) and it does the job just fine. The optional six-speed manual ’box would also do the trick. The limiting reactant in the handling equation is understeer, no surprise given the Mini’s poorly rated Hankook Optimo all-season tires. Despite a firm brake pedal with strong initial bite, the rubber’s limited grip is also to blame for a mediocre 126-foot 60–0 mph braking distance.

Perhaps the best way to summarize my disappointment in this car is by talking about its paint. Let me be clear, the color rocks. It’s Mini’s B22-code British Racing Green metallic, and it looks fabulous on this little four-door. I’m a strong believer that any English (even German-owned English) car with even the slightest hint of motorsport history should be ordered in British Racing Green. Bentleys, Jags, Minis, the lot. Heck, I’d be on board if they went Henry Ford–style and decided every Mini is available in any color you like, as long as it’s British Racing Green.

But access to this perfect pigment is even more limited than that of the Oxford Edition and its sizeable discount. Mini tells us that BRG code B22 was developed for the 60th Anniversary Edition car, and it was offered as an option for early-production Oxfords but discontinued in April 2019. As of our writing, it cannot be ordered on any model Mini makes. And that’s our issue with the Cooper Oxford Edition. It’s the quick, character-filled, enthusiastic Mini we love, and it’s genuinely affordable to the people. We just wish more folks could actually buy one.

2019 Mini Cooper Hardtop 4-Door (Oxford Edition) BASE PRICE $23,750 PRICE AS TESTED $21,600 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.5L/134-hp/162-lb-ft turbo DOHC 12-valve I-3 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 2,854 lb (62/38%) WHEELBASE 101.1 in LENGTH x WIDTH x HEIGHT 157.4 x 68.0 x 56.1 in 0-60 MPH 7.6 sec QUARTER MILE 16.0 sec @ 85.4 mph BRAKING, 60-0 MPH 126 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.6 sec @ 0.60 g (avg) REAL MPG, CITY/HWY/COMB 25.5/42.1/31.0 mpg EPA CITY/HWY/COMB FUEL ECON 27/35/30 mpg ENERGY CONS, CITY/HWY 125/96 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.64 lb/mile

The post 2019 Mini Cooper Hardtop Oxford Edition First Test: Not Easy Being Green appeared first on MotorTrend.

https://www.motortrend.com/cars/mini/hardtop/2019/2019-mini-cooper-hardtop-oxford-edition-first-test-review/ visto antes em https://www.motortrend.com

[tabloidtoc]

National Enquirer, June 10

Cover: Prince Harry and Meghan Markle raising baby in America 

Page 2: Kenny Rogers prepares for the end 

Page 4: Meg Ryan and John Mellencamp marry in secret, Justin Timberlake and Jessica Biel wants siblings for Silas 

Page 5: Julia Roberts’ sister-in-law drunk dials 911, Jennifer Garner’s boyfriend John Miller is ready to propose 

Page 6: Cops called as Wendy Williams’ son and ex brawl, Kelly Ripa’s feud with The Bachelor explodes 

Page 7: No execution for fiend accused of killing Ashton Kutcher’s girlfriend 

Page 8: Charlie Sheen shocked ex-wife Denise Richards when he brought a hooker home for Thanksgiving 

Page 9: Pierce Brosnan cuts ties with deadbeat son 

Page 10: Hot Shots -- Elton John, Iman, Will Smith 

Page 11: Khloe Kardashian once beat up a stripper she found in then-husband Lamar Odom’s hotel room, Khloe Kardashian totally obsessed with plastic surgery as she hunts for a new man 

Page 12: Straight Shuter -- Madonna, Victoria’s Secret is pulling its star-studded fashion show from the airwaves and blaming Kendall Jenner, George and Amal Clooney’s twins have British accents like their mum, RHONYC Luann de Lesseps wants to duet with Paris Hilton but Paris thinks the Real Housewives are old ladies 

Page 13: Gwen Stefani is rolling her eyes over ex-husband Gavin Rossdale’s new young girlfriend, Rachel Weisz keeps Daniel Craig on a very short leash, Steve Kroft has retired from 60 Minutes, Jude Law is already a dad of 5 kids from 3 different women but he is raring to start a family with his new wife Phillipa Coan 

Page 14: True Crime 

Page 15: John Walker Lindh marked for death 

Page 16: Miranda Lambert’s quickie marriage is already on the rocks, Jennifer Lopez is still reeling after her fiance Alex Rodriguez was snapped in their bathroom exposing the couple’s vulnerability 

Page 17: Margot Robbie swimming in Cannes, College Scandal Fallout -- Cindy Crawford doesn’t want Lori Loughlin in her infomercials 

Page 18: Real Life

Page 19: New fight over Aretha Franklin’s $80M fortune 

Page 20: Cover Story -- Meghan Markle moving to America with Prince Harry and baby Archie defying the queen’s Africa order so her son can grow up in Hollywood 

Page 23: How to burglar-proof your home 

Page 24: Health Watch, Ask the Vet 

Page 27: Kelly Clarkson drops 40 lbs on plant-based diet 

Page 28: Steve Harvey’s daughter Lori in love child drama with Trey Songz, Scarlett Johansson is going all-out to get pregnant with new fiance Colin Jost, Reba McEntire ready to wed again 

Page 29: Adele’s gone wild with new bachelorette pad in Beverly Hills 

Page 30: Johnny Depp claims he was the victim of domestic abuse during his marriage to Amber Heard, Johnny Depp’s new girlfriend Polina Glen had posters of him all over her walls when she was a teenage fan 

Page 32: Johnny Galecki and pregnant girlfriend Alaina Meyer are planning a Christmas wedding, Emma Roberts and Evan Peters called it quits in March but they are still trashing each other every chance they get, Hollywood Hookups -- Rebel Wilson is dating businessman Jeff Beacher, Kristen Stewart caught on a date with ex Stella Maxwell 

Page 34: The Osbournes have priced themselves out of TV, Rick Schroder won’t be charged after allegedly hitting his girlfriend a second time, Lisa Kudrow felt body-shamed next to former Friends co-stars Jennifer Aniston and Courteney Cox 

Page 36: Rebecca Gayheart hit bottom after killing boy in crash, Maury Povich says his sex life with wife Connie Chung is better than ever 

Page 38: The battle for Doris Day’s $200 million estate may pit her only grandchild against her beloved dogs 

Page 42: Red Carpet Stars & Stumbles -- Helen Mirren, Elle Fanning, Claudia Schiffer, Chloe Sevigny 

Page 45: Spot the Differences -- Cher 

[robertkstone]

2019 Chevrolet Corvette ZR1 vs. 2018 Porsche 911 GT2 RS Comparison: Power Down

Do you ever wonder where this is all going to end? More power, bigger wings, better aero, fatter tires. Remember when the ’90s Porsche 911 Turbo and Chevrolet Corvette ZR1 hit 400 horsepower? We thought we were all going to die. Yet now we’re close to doubling that. What hath the demon seed of technology wrought?

With such existential theorizing in mind, we present the ever-rising top of the upward spiral: the 2019 Chevrolet Corvette ZR1 with ZTK package and the 2018 Porsche GT2 RS Weissach Edition.

As a result of my long racing career and introduction to the inner workings of Porsche Motorsport when I had a factory contract, plus my 10 seasons of track testing with Motor Trend, I have followed firsthand with interest and wonder the twists and turns of this steady progression of technology and performance.

These supercars are the highest evolution of their own long lineages and make claim to being at the top of the aforementioned spiral in the entire major automaker universe, as well.

Let’s start with the ZR1, because ’Murica! Today’s ’Vette is the last of the C7 generation, created directly out of the C6, tracing its history back to the 2005 model year. The standard engine then was the 6.0-liter LS2, rated at 400 hp, later upping to 430 with the 6.2-liter LS3. In response to the ever-swelling output of its American V-10 rival Dodge Viper, the C6 ZR1 fired a major salvo in the dyno wars with its 638-horse supercharged Blower-Under-Glass (with see-through hood bulge). A couple years later came the Z06, with 650 horses and a strong tendency to overheat—both the engine’s vital fluids and the intake air temps—when driven at pro speeds on track (something I discovered on my first three laps at a Road Atlanta press day). This track-oriented model was simply not ready for prime time, though it’s true that more conservative owners were able to successfully track their Z06s at a milder pace.

This leads us to the latest ZR1 and its top-dawg 755-hp LT5. The challenge for the Corvette team was to simultaneously improve the speed and the cooling of the Z06/Z07 we know and love. Tough task, because those two goals pull the needle in opposite directions. More power equals more heat. To address this, five new radiators have been added, resulting in far better cooling. On track, temps still get warm, but during my time at the wheel, the needles never speared the red zones.

Compare that to the Porsche GT2 RS. Right up front, it’s more than twice as much moolah—if you can find one to buy. But it’s also a new pinnacle in the long and brilliant history of the 911. For 15 years, I was up to my ears racing them. I started racing just as the water-cooled cars were coming to market. With far superior control of engine temperatures and four-valves-per-cylinder breathing, the 996 made far more power than the venerable fan-and-fin-cooled flat-sixes.

But a funny thing happened. After years of working so hard to reduce the famous oversteering tendencies of the rear-engine 911—culminating with my now second-favorite 911 chassis to drive, the 993—the oversteer was back. The 996 was twitchy and loose and dicey. New generation, back to the drawing board. I raced with both versions on my teams at Alex Job Racing and with Greg Fordahl Motorsports in the early 2000s, and I saw how the old 993 RSR would kill the new 911 GT3 R in the corners with stable, usable grip but get smoked down the straights by the newer car’s four-valve urge and slick, low-drag aero.

Why the history lesson? To explain why I’m so excited about the new GT2 RS. It’s the first 911 since 1999 that truly takes advantage of its rearward weight distribution and turns its copious torque into acceleration. It’s my hope that this will be the new paradigm.

The GT2 RS makes more power than any factory 911 before it. “Big deal,” you say. “We’ve had 911 Turbos for years, and they’ve been gradually evolving through 400, 500, 600 horsepower, and they’re fine. Nothing new.” Wrong, Bratwurst Breath. This most-potent-ever 911 is two-wheel drive. The real magic of this machine is its ability to send 553 lb-ft of torque (214 more than the awesome GT3) to just the rear tires and turn it into acceleration—not wheelspin and tire smoke—without the added complexity and weight of all-wheel drive.

That prodigious power propels the GT2 RS forward, not sideways in a drifting burnout (unless your name is Jethro Bovingdon). This first-order priority of a winning racer in this ultimate performance street car earns my respect and admiration. OK, and love. (I’m confident enough in my masculinity to express those four letters toward a relatively inanimate object.)

With such devotions spoken, let’s see what happens when we let slip the dogs of war.

The Corvette’s great technological step forward is the way it never lost output from the boosted LT5 V-8. Unlike its predecessor, this ZR1 pulled hard the whole session. Credit this advancement to the 52 percent larger Eaton supercharger and more efficient intercoolers. However, the 755 horses in the ZR1 never seemed to quite pull like those of the GT2 RS and others in the 700 Club during our Best Driver’s Car testing—both in the quarter mile and at the top end.

At our World’s Greatest Drag Race, I had the unmitigated pleasure to floor both cars down Vandenberg Air Force Base’s pristine 3-mile-long landing strip to achieve my own personal land speed record of 200-plus in the GT2 RS. By comparison, the ’Vette lagged behind, time after time, even without the ZTK package’s high wing. With similar top speed claims, what gives? I can only report faithfully what mine eyes have seen and hypothesize that the intercooling is perhaps still not enough to keep up, because internet dyno tests do seem to support the 755-hp estimate.

Hot-lapping at WeatherTech Raceway Laguna Seca showed similar results on the front straight. The GT2 RS reached a heady 149.0 mph, but the ZR1 made only 141.6. All of that cannot be explained away with a better corner exit. That’s simply too big a spread. Some of those Chevy horses weren’t pulling their weight.

But enough about straight-line fury. What happens when the wheel is cranked into Turn 1? In my world, the gods live in the corners anyway (although I must admit, even straight ahead gets interesting once you’ve crossed the double century). At Laguna, Turn 1 is a gentle left bend over a rise. It’s been an easy flat in nearly every car I’ve driven there over the years—until the big-hitter street cars started approaching 140 over that crest. They’d get light, even get some fifth-gear wheelspin, and track far right in a hurry. The bend is a genuine corner at those velocities, with a late apex, and straightening up the steering becomes a necessity to remain on the pavement. Ten years ago, the last-gen ZR1 was the first car that forced my right foot to feather back, for fear of disaster on the landing.

Well, this year the ZR1 once again achieved the highest Corvette speed ever over that yump, but it stuck the landing easily. The ZTK aero proved effective there and at several other fast corners around the circuit. It’s not race car levels of downforce, but it’s significant for a street machine. Unusually, the higher the corner speed, the better behaved the ZR1. On track, most cars are the other way around: Faster means dicier. When I set the lap record at Road Atlanta in the new ZR1 on a Chevy press day, the car was stable and hooked up in the high-speed Turn 12 and dropping into the esses, which is critical to a quick time there. I mean really well behaved.

This leads us to the Corvette’s great downfall: low-speed traction—which is also the reason for the history lesson. When power was under 500, the chassis could handle it, but as the Z-series cars pushed it over 600—and with the ZR1 now cresting 750—the rear suspension is overwhelmed. High-powered ’Vettes are diabolically prone to snap power oversteer in the lower gears. The wonderful additional ponies in the ZR1 make it even worse.

True story: I kicked out the ZR1’s tail on a deserted side street, and it ripped the wheel from my hands so hard I reinjured a torn rotator cuff. Brutal. In these cars, the driver had best leave the multimode traction and stability controls activated.

This handling issue is nothing new. Chevy has never solved the perennial problem of the rear suspension not putting power down well or the general fright-inspiring twitchiness of the rear end. It frustrates me, and it holds the ’Vette back from its far greater ultimate potential. The unruly and untrustworthy rear grip makes the car a wild ride in first through third gears, which means in most corners. The Motor Trend notebook is rife with editor remarks about it. It’s a thrill and an adrenaline rush, sure, but not exactly for the right reasons (fear and terror being culprits cited by some pretty veteran scribes).

The Z06 was always a wrestling match to drive at the limit on track, and the additional 100 horsepower makes it even more so, except that the ZR1 is much improved at high speeds. The situation reminds me a lot of the Viper: It’s always been a real handful, and its engineers seemed to just accept it as part of the car’s masculine personality—until they miraculously, completely cured it with the ACR model in the last year of production.

Would that Team Corvette could have finished with the same flourish. The armchair engineer in me suggests rear geometry; perhaps it has too much anti-squat. The reason? I’ve tried all manner of factory shock settings, year by year, and none seem to cure it. It can help, though. For the Z06/7 and the Grand Sport, I recommend placing the suspension settings to Sport rather than Track. Yet the ZR1’s damping package feels softer on all settings than the Z06’s, especially in Race shock mode. It’s great for comfort but still doesn’t tame that nervous twitch. Some drivers, especially talented ones, actually prefer a twitchy turn-in, so perhaps Corvette’s dynamics team likes it this way. But I don’t. Like I said in my Twitter war regarding the pre-ACR Viper a couple years back, bad-handling cars scare me. I don’t want to work that hard, and in a well-balanced sports car, I don’t have to.

Not all my venom is directed at Chevrolet, though, which means it’s time for my official Porsche Motorsport rant. I spent a lot of time on track in 996 versions of the 911, and it was always a challenge to get good traction accelerating out of a turn. Our archrival BMW seemed to be as good or better, but with a front engine. That didn’t make sense. But I felt the 911’s tail wanting to snap loose if I wasn’t careful about the throttle. Interestingly, it seemed like the more racy the 911, the worse it behaved, especially in the last eight years. The Motorsports department seemed to like pointy oversteer.

But why? My hypothesis: Perhaps their Werksfahrers—young superstars who grew up karting—do their test-driving. Karts have a solid axle, no differential. If the driver doesn’t kick it sideways, it understeers like crazy.

I figure the Werksfahrers bring this psychology over to the big cars, because that’s just how they felt. At least, that’s how the factory cars felt when I raced them. For years, I’ve felt that the basic street Porsches were the best-balanced and that the closer it got to Porsche Motorsport, the worse the cars handled and the more they oversteered. Some consider that sporty, lively. I consider it unnecessary. Three recent cars with which I am intimate—the 911 GT America for the IMSA GTD-class a few years ago and the 991-era GT3 Cup cars, both the 991.1 and the current 991.2—were difficult to drive fast. They were dicey, quite spinnable, and spooky. Not what a customer-racer needs.

IFTTT

[smoothshift]

My 16k mile 2004 Subaru WRX STi reminds me why older is sometimes better via /r/cars

My 16k mile 2004 Subaru WRX STi reminds me why older is sometimes better

TLDR: I recently replaced my Z4M with a low-mile 2004 STI and have no regrets. It's faster (thanks to Cobb tuning), more practical (4-door, AWD), ultra communicative, and brings me to a happy place whenever I drive it. As expected, fuel mileage is abysmal and the stereo is complete garbage, but I've got a 3" turbo-back exhaust to solve that problem.

Pics : http://ift.tt/2lAd818

Videos

Walkaround: https://www.youtube.com/watch?v=FDt-v0FBH98

First Driving Impressions: https://www.youtube.com/watch?v=SOjveCsnvSY

Backstory(LONG) A few months ago I decided that I needed to sell my beloved BMW Z4M Roadster for something more practical that could accommodate every car enthusiast's nightmare - the dreaded child seat. I considered everything from an E90 M3 to an Evo X GSR, but an unexpected chance encounter led me to my current 2004 Subaru WRX STi. I knew I wanted to have fun with tuning my next car and wanted to find a platform that would be reliable enough to handle the extra power yet still be a focused, raw 4-door drivers car.

The VW MK6 Golf R and a 2017 GTI Sport were two top contenders on my list since they are a great bang-for-the-buck option with plenty of aftermarket support. Both the Golf R and GTI would have been a perfectly comfortable, refined, and fast cruisers that could easily hit 300 WHP with a few aftermarket goodies. They would also be newer and have the latest tech, especially the 2017 GTI. When it came to the actual driving experience, neither of those cars felt "special" to me behind the wheel. [Car snob alert] The shifter and clutch felt artificial and too "toy-like" compared to my Z4M with its notchy, albeit somewhat rubbery, shifter feel and heavy but reassuring clutch pedal. It was as if there was an extra layer between you, the driver inputs, and the moving parts. As a comfortable daily driver, hands down these two would have sealed the deal. You could drive them in dress shoes and have no problem at all while getting nearly 30 mpg on the highway. Yet, that was not my use case so they always left me wanting more, even when tuned. To put the nail in the coffin, I also never felt the desire to take a second look after parking either one of these cars. They just didn't feel special to me.

Fast forward to the STi. I had decided to reconsider getting into an older-STi where there were fewer reported instances of engine failure (ringlands and bearings tend to be weak points on the EJ257 motors across most years). One thing I always came back to was the very mechanical and raw feeling I got driving the STi. Hearing the whine coming from the 3 differentials, the characteristic boxer-4 rumble and overall road presence left an indelible impression I couldn't forget. I eventually found mine at Performance Auto Gallery (http://ift.tt/1EiizXw), a private dealer in Gaithersburg, MD that specializes in sought-after, well-sorted enthusiast cars. Alex, the owner, was very helpful and I liken the experience to a car candy store for adult men. A short test drive later, and I knew this was the one.

Behind the wheel (LONGER) Getting into this car is like stepping back into a time-machine. Despite being 13 years old, the car still retains the familiar "new car smell" with standard blue and black suede seats and a not-too-thick perforated leather steering wheel. With only a hair over 16k miles, this car is probably one of the best preserved examples in the country at the moment. The only subtle indication that this car is anything but stock are the trio of Defi gauges (Boost, EGT, Oil Pressure) in an OEM looking Zero Sports pod above the center console and an admittedly tacky looking aftermarket headunit. Apparently the 2004 STis never came with a stereo unless optioned from the factory.

The lack of fancy touch-screens, electronic gizmos, and all semblance of modern connectivity is very refreshing. It's just you and machine. You've got great visibility over the low-slung hood, though the hood scoop and massive rear wing remind you that this is no ordinary econobox Impreza. Everything feels purposeful and lightweight. The doors are frameless and feel as if they weigh 15 lbs. There are no power seats, but we did get power mirrors and windows. There's also no SI-Drive either. Only a basic control for the differential lock, headlight leveling system and an intercooler water spray button.

Turn the key and the 2.5L boxer 4-cylinder engine starts immediately and enters what is probably one of the longest cold-start sequences I've experienced. I made a video (https://www.youtube.com/watch?v=dawZAs4Usik) showing this process, but I'd estimate it takes at least 5-6 minutes of high-idle (1200-1500 rpm) before the car finally settles down to a very subdued 500 rpm. The single-exit, full 3" Cobb turboback exhaust is also noticeable but not overbearing or obnoxious. I'd say it's similar to the OEM SPT exhaust's loudness with a bit better flow.

Push the clutch and you'll notice it's much firmer than it's competitors, the EVO and Golf R. It's about on par with the Z4M and easy to find the clutch take-up point. This car has the Cobb short-shift kit and yes, they are very short. Similar to the Callaway Z06 short-shift I drove, but more notchy. It took me about 30 min or so to get used to it and maybe a day or two to master it.

I would comment on the lovely boxer rumble but none of that matters when you're driving. In this car, it's all about induction noise. I've never driven a car that had such prominent turbo sucking sounds as this one. You practically hear every change in boost pressure through this intake system (Cobb SF) and under acceleration it sounds like a jet taking off or one of those large semi-trucks with their vollyball-sized turbos. You can definitely hear it in the driving video I took and it's the defining auditory characteristic of the driving experience. I love it.

The power comes on around 2500 RPM and pulls strong to redline. It's no Corvette Z06, but it feels faster than my Z4M and nearly as frantic below 60 mph as the 997 Porsche 911 Turbo I reviewed last year. Thanks to the AWD system and a nearly FBO Cobb stage 2 package, this car can make good power and get it to the ground. Stage 2 STIs typically put down high 280's to low 300 WHP range and around 300 - 330 WTQ. This car has a lightened flywheel and a lightweight Cobb crank pulley to reduce rotational mass. It doesn't add any power, but does make the engine very responsive. I plan on getting it pro-tuned and dyno tested later this summer.

The car handles really well thanks to adjustable Cobb swaybars, endlinks, and Michelin PSS tires. It's nimble enough to take on just about any back-road I can throw at it, yet not too jarring on the highway. This one does have a newer suspension swap, but it does a good job balancing ride comfort with sporty handling.

I could go on, but I'll save my detailed comments for some video updates. I think this was the perfect replacement for my Z4M. That car was nearly 10 years old and this one is 13. I've never found what I'm looking for in a new car. I'm nearly convinced that below $35k, there are few new models aside from a Miata, BRZ, FiST, S2000 and Z4M that offer similar kinds of driver engagement. Collectability and residual value is another thing entirely. Those cars, aside from the Z4M and S200, won't hold values nearly as well and that's something to be said about the WRX STi as a brand. That said, I look forward to sharing more about this car and my ownership experience with the community.

[sidisgood]

A Great Idea [2017]

Shout out to Jiu Jitsu monster, Tokelberg, for getting the website back up on a decent server. Many thanks. Can’t talk about pizza gate without having your servers explode, jeeeeeeeeez.

There are so many things I want to write but so little of it seems to have any actual value when it comes to freeing humanity from the illusions of their existence.

So here’s a chili recipe…CHILI BEETS!

1 29oz can tomato paste

1 15oz can diced tomatoes

1 16oz jar mango habanero salsa

1-2 cups water

1-3 lbs ground beef (or any other meat. ie: people. Just kidding…)

1 16oz can of kidney beans

1 16oz white beans or chickpeas

1 medium green pepper

1-3 avocados

1-2 bananas or plantains

1-2 habanero peppers

Any amount of mushrooms (any kind, ideally magical)

1-3 carrots

2 16 oz can of beets (pickled for sweetness), or just cook 1-2 beets and chop it up

Olive or coconut oil (or whatever you fuckin have)

Spice mix: 1-3 tsp turmeric, 1tsp garlic salt, 1tsp black pepper, 1/4 cup chili powder, 1-2tbsp cumin, some Worcestershire sauce)

Add anything else you think would be a good idea, because chili is like the universe in a sense that it consists of different things but it’s all chili.

( > 0_0)>Instructions:

Put together spice mix in a bowl.

Chop everything but the beef, and put it in a large pot or slow cooker with a cup of water.

Boil then simmer, stirring intermittently.

Stare into the chili and try to look past all of your life’s failures while you wearily justify your existence for one more day.

Throw spice mix in the pot.

Pan cook ground beef till brown. Char to taste.

Mix the beef in the pot.

Boil then simmer to desired viscosity.

Get high, listen to this playlist I put together just for this chili, eat.

( > –  _  -)>Music:

A Great Idea: Chili Beats [Soundcoud Playlist]

Last Call Option – Unconfirmed Transactions

Dead Prez – Be Healthy

Run The Jewels – Thursday In The Danger Room (feat. Kamasi Washington)

God’s Gonna Cut You Down – Marko Zaror – Redeemer 2014

saib. – in your arms X Dragonball

Space Cowboy – Chill Lofi HipHop • JazzHop Mix pt.1

Mndsgn ~ Ominelude

Gorillaz – Hallelujah Money (feat. Benjamin Clementine)

***

( > ‘ _ ‘ )> Videos that ain’t music:

A Machete Martial Arts Master Shares His Secrets | Short Film Showcase – National Geographic

George Carlin Dubbing Thomas the Tank Engine (18+)

Joe Rogan Experience #911 – Alex Jones & Eddie Bravo

Joe Rogan Experience #912 – Pete Holmes

Exploitation of a Weakness

A World Of TORI and UKE | Toribash Montage

How Government $ach$ Won The (s)Election – Corbett Report

“See ya later, chimpies. Don’t forget to send me some sweet sweet resources if you find any of this shit of value: Donate!” -Sid

[regina-cordium]

MICHAEL AND DAVID GOT MARRIED????????????????

[regina-cordium]

DO NOT TELL ME ATHENA'S DAD KILLED THAT CHILD