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The Best Diesel Engines Ever Offered in American Vehicles
What's The Best Diesel Engine You Find In American Vehicles?
By Nikola Potrebić
Although diesel engines never found their place under the sun in the US car market, they did play a major role in powering all kinds of trucks over the years. And they still do. Of course, some of them have even made their way into conventional American-made automobiles, but the engines themselves weren't necessary American as well. Regardless, this time we're listing the best diesel engines ever offered in domestic cars and trucks, and that's the only thing that matters. While the engine itself could have been made in Peter Pan's Neverland for all we care, the application needs to come from one of historical American badges. Of course, all of us have our own favorite powerplants and following 10 aren't the best for being the most powerful, durable or innovative. It's more of a combo. All of them, however, have that one special feature that makes them great.
Are These The Best Diesel Engine Units In American Cars?
1982-2000 Detroit Diesel V8
Although it was never part of a standard setup in any civilian vehicle apart from the Hummer H1, Detroit Diesel V8 still managed to create a long lasting legacy. Sort of a sixth man in NBA terminology if you will, it was available as an option in numerous GM application over almost two whole decades. C/K pickups, K5 Blazer, Suburban, Tahoe and Chevrolet Van (later Express) all came with one. If you ended up ticking rather pricey diesel box in options list, that is.
There were couple of displacements available: 379ci 6.2L and 395ci 6.5L. Former was offered until 1993 while latter succeeded it and lasted until Duramax line took over. Although they aren't around in general population markets any more, Detroit Diesel V8's are still being produced. At least 6.5L version is. They always served as motivational factors behind AM General's HMMWV, and they still are today. If 190-horsepower and 380 lb-ft of torque diesel is good enough for the likes of Humvee, it's good enough for us too. It's one of the most reliable diesel engine configurations ever, and should be celebrated!
1994-2003 Navistar International 7.3L Power Stroke
There hasn't been a better fighter for diesel rights since, and I doubt there ever will be another such powerplant in the US than Navistar International's Power Stroke V8. This is the engine that single-handedly promoted diesels into the mainstream. Electronically controlled, direct injection, turbodiesel V8 engine has found its way to some 2 million satisfied owners. That many people can't be wrong – can they?
Although performance figures varied over the years and in-between setups, most powerful 7.3L Power Stroke diesel iterations delivered up to 275 horsepower and 525 lb-ft of torque. Ford Econoline vans, Excursion and Ford Super Duty F-Series diesel pickups (Ford F-150, Ford F-250 diesel pickup trucks) were lucky enough to be powered by it and so was the only mass production diesel Bronco ever – the 4-door, 4-wheel drive C-350 Centurion Classic. When 7.3L Power Stroke finally couldn't keep up with new emissions regulations, International replaced it with smaller 6.0L version of the engine. Sadly, the successor was nowhere near the predecessor in terms of quality.
1984-1998 Cummins B Series
Cummins B Series is cool for multiple reasons. For once, Cummins never used the V angle in any of B Series' iterations, and they never had more than six cylinders. Family of straight-four and straight-six diesels had, however, motivated some very powerful vehicles in their heyday – most notable of which was the Dodge Ram (and still is).
5.9L version of the engine first appeared in Dodge Ram for 1989 model year, and subsequent installations followed. 24-valve 5.9L ISB Cummins diesel replaced the 12-valve version of the same displacement in 1998, in order to meet the new emission regulations. Similar thing happened when 6.7L mill replaced the mentioned ISB engine in 2007. That same 6.7L 350-horsepower straight-six turbo diesel Cummins B Series mill still powers the RAM trucks while throwing in 610 lb-ft of torque and very good fuel economy figures as a bonus. They weren't the first diesel power engines offered in pickup trucks, but B Series Cummins mills sure were some of the best thanks to their horsepower and torque, and incredible towing power. If you want to shift a heavy load and enjoy a comfortable ride, this was one of the best diesel trucks for the job.
1983-1991 BMW M21
It's Bavarian in origin, but it did make its way into one of the most famous American personal luxury cars. I'll give you a chance to remember which one it was and move straight to the specs. This 2.4L inline-six diesel came either with 84 horsepower and natural aspiration or with Garrett turbocharger which pushed the max output figure to 114 hp. It was a result of almost decade-long engineering process whose ultimate goal was to produce a powerful diesel mill with fuel economy to match. Moreover, the M21 was the first BMW-made diesel engine ever. It also delivered 112 lb-ft of torque in natural aspiration package. Turbo diesel version of the M21 made 155 lb-ft of torque.
Apart from powering the E28 and early E34 BMW 5 Series, and E30 BMW 3 Series diesel models, M21 engine, as mentioned above, also motivated none other than the Lincoln Continental Mark VII. It only stuck for two initial model years before disappearing from the lineup, however. This doesn't mean it wasn't any good. It simply didn't have as much power as personal luxury car customers required. It would have been much better fit for mid to full-size family cars of the time but most of them were already promised to Oldsmobile Diesel engines; engines that were less potent and guzzled more fuel in the process.
2014-Present VM Motori L630
A630 version of this Italian 3.0L V6 turbo diesel used to stand behind the likes of Jeep Grand Cherokee and Chrysler 300 in Europe. Moreover, high performance version of the A630 is good enough for the likes of Maserati Ghibli, Quattroporte VI and Levante. That's the reason why US spec L630 version of the engine has also been good enough fit for domestic Jeep Grand Cherokee and Ram 1500 in 2014.
240 horsepower and 420 lb-ft of torque provided by the engine are just one thing it does admirably. There's also fuel efficiency to take into account. Furthermore, Gale Banks Engineering manufactures their own version of the engine dubbed the Banks 630T. Banks engine's primary customers are the military and other specialty application purveyors. But small batch of their VM Motori turbo diesel improvement should also be available to the general public. Their version of the engine also delivers 240 horses, but pushes the maximum torque limit to just shy of 500 lb-ft. And all that from a box that weighs less than 500 pounds. Now you see why VM Motori L630 turbo diesel is actually one of the good Italian engines offered in the US. It certainly has a huge upside even if it doesn't satisfy all the requirements in its basic form.
1987-2009 Detroit Diesel Series 60
By 1987, Detroit Diesel division's market share accounted to paltry 3%. All signals suggested it would be an anti-climactic end to the diesel engine market's creator as they didn't have the answer to highly reliable Cummins diesel counterparts. Two major events would take place then and turn the tide in Detroit Diesel's favor. First they introduced the new Series 60 inline-six four stroker on-highway family of engines and then they were bought by Roger Penske who acquired 60% stake in the company. By 1993, Detroit Diesel and Penske Corporation would increase their market share to 33%. Quite a jump compared to 3% from 5 years earlier.
First Series 60 engine was the 677ci 11.1L mill capable of making 350 to 365 horsepower with cruise control on. It was also available with the 775ci 12.7L displacement which would prove to be the most popular Series 60 engine ever made. 12.7L was finally discontinued in 2007 and replaced by even larger 885ci 14L unit. Series 60 was Detroit Diesel's first ever clean sheet design. Moreover, it was the first fully integrated electronically controlled heavy-duty diesel engine built in the US. At the end of the line, most powerful Series 60 mills generated upward to 525 hp and 1,750 lb-ft of torque. Over 1 million of them have been sold and they still power numerous semis and buses out there – and that's because it's the one of the most reliable diesel engine lumps out there.
1984-Present Navistar International DT466
Whenever you notice a medium duty bus or truck out there, know that it's likely motivated by one of DT466 engines. Navistar International's most widespread powerplant has been around for more than 30 years and currently goes by the name MaxxForce DT. Its initial name was derived from 466 cubic inch displacement which is still present. Most potent Navistar 466 mills peak at 300 horsepower and 860 feet-pound of torque. They are some of the most reliable and durable diesel engines out there.
When they first arrived, International DT466's used mechanical fuel injection system and 2 valve per cylinder head design. Bosch MW pump was used until 1992 while Bosch P pump replaced it from 1993 to 1995. Although all subsequent iterations would use hydraulically actuated electronically controlled unit injector and 4 valve per cylinder head design, a few P pump mills would still find their way out of the assembly in 1996 and 1997.
2001-Present 6.6-Liter Duramax Diesel
As already mentioned above, Duramax 6.6L V8 took over the responsibility of powering GM medium duty trucks (Kodiak/TopKick), pickups (Chevy Silverado 2500HD/ GMC Sierra 2500HD) and vans (Express/Savanna) from the 6.5L Detroit Diesel V8. Built by DMAX of Moraine, Ohio which is nothing other than joint venture company of GM and Isuzu, Duramax has helped GM to finally establish themselves as a major name in the US diesel manufacturers' circles.
Initial code LB7 Duramax engines have been known to suffer from numerous issues. After all, they featured an experimental composite design cylinder head. Severe overheating and even blown head gaskets were much too common early on and they continued for some time. At least LLY code units introduced mid-2004 featured easily removable valve covers which significantly simplified the repair process. Current Duramax engines have no such issues. They're highly capable and reliable diesel workhorse engines able to yield as much as 400 hp and 765 lb-ft of torque.
Almost 60 years of production, and myriad of different versions, configs and displacements have made Detroit Diesel Series 71 two-strokers some of the most versatile diesel engines ever devised. Their fields of use were practically limitless. They appeared in everything from farm tractors to medium tanks like the M4A2 Sherman. However, they were most common in all kinds of medium-duty trucks including most of the common fire trucks.
At first, Series 71 featured inline cylinder configuration. One, two, three, four and six cylinder configs to be more precise. V-block versions would make their debut in 1957. They came with six, eight, 12, 16 and 24 cylinders. Apart from being some of the most versatile engines ever made, Series 71 diesels were also highly durable and laughably easy to maintain. Some grease and good kick with the hammer were often enough to make them start buzzing again. Inline models also earned numerous nicknames over the years. Screaming Jimmy, Green Leaker and Driptroit Diesel are only some of them. They sure did leak from all directions all right. V-block versions had nicknames of their own. Detroit Diesel Series 71 V12 was called Buzzin Dozen due to its sound with the exhaust brake on.
1978-1985 Oldsmobile Diesel
Olds Diesel? Really? I know what you're thinking, but hear me out first. I remember entering a wacky hairstyle competition when I was 10 or so. There were only two more guys lined up against me so I thought why bother? I just messed up my hair a little bit and figured out I'd be heading home with the third place plaque. And what did the jurors do? They only handed out prizes for the first two spots (the bastards). Do you believe that!? Little did I know then that Oldsmobile Diesel was watching and giving me the attaboy. For Olds Diesel can relate to that turn of events. Although intended as gasoline emission standards immune counterpart to choked out petrol engines of the day, Olds Diesel was neither particularly efficient nor powerful. It ended up being lazy, slacking, good for nothing POS just like yours truly in that competition.
However, Oldsmobile Diesel was also the only American diesel engine offered in domestic passenger cars at the time. And that makes it a candidate for this list. 4.3L V6 and 4.3L V8 were rarer of the three versions with 350ci 5.7L V8 being the flagship model. Code-named LF9, it served as driving force behind applications such as the Buick Riviera, Cadillac Eldorado, Chevy Impala, Pontiac Grand Prix and Olds Toronado, among others. It produced 120 horsepower at first. A figure which would sink down to 105 hp later on. Same thing happened with the maximum torque which downgraded from 220 lb-ft to 205 lb-ft.
Anemic and unreliable as they were, it's safe to say Oldsmobile Diesel engines were a flop. They weren't thoroughly thought out since GM division's engineers used the same 10-bolt head design as in petrol engines. However, diesel engines are subject to much higher compression ratios and higher temperatures which, in turn, lead to head-gasket failures and severe engine damage. Moreover, lack of water separator lead to fuel system's corrosion. And the problems mounted on. V6 version of the engine was, however, much more reliable as it included reinforced head bolts. But the damage was already done and V6 only accounted for fraction of the market.
So, what was Oldsmobile Diesel good for? Well, we have Olds Diesel to thank for the lemon law. Plus, its reinforced blocks have found their new purpose in many a race car's petrol engines.
2012-Present Cummins QSK95
Until Cummins puts the QSK120 into the market (which they've already announced), we'll have to take the QSK95 diesel for their largest engine. This 95-liter, 5,700ci V16 generates between 3,600 and 4,400 horsepower depending on the intended application of use. And it has numerous such purposes. It's intended for freight and commuter locomotives, marine vessels and dump mining trucks alike.
QSK95 features a proven modular common rail fuel system and no less than four turbochargers for clean, quick acceleration. And it's durable – like any other Cummins turbo diesel engine. Columbus, Indiana-based manufacturer states their largest mill thus far can consume as much as 1.7 million gallons of fuel before mandatory overhaul. Moreover, the single-piece, forged-steel pistons are exempt from being expendable goods and can be reused after the major overhaul of the engine. It might not be the most famous of Cummins diesels, but QSK95 certainly is one of the most imposing of the lot.
1994-2000 Caterpillar 3406E
Although Caterpillar holds a large chunk of the diesel engines market share, their mills aren't without issues. 3406E, however, isn't one of them. It's as good as semi truck diesel mill can be, and has proven its reliability over the years. It came in 14.6L (1994-1998) and 15.8L (1997-2000) variations before evolving into C15 and C16 engines. With horsepower ratings between 375 and 465 ponies, and with up to 1,850 lb-ft of torque, Cat 3406E was capable of powering most heavy duty rigs out there. And it did. Pretty much any Peterbilt truck from the nineties and early two thousands had one of them inside it.
Furthermore, Cat 3406E has an integrated engine control module, and it was one of the first such engines done right. ECM allowed for numerous power upgrades which made 3406E popular with hot rodders as well. And it isn't all that hard to work with which is always a plus. Caterpillar yellow doesn't necessarily have to be the warranty of for quality and durability, but that certainly is the case with 3406E.
1988-2002 Mack E7
We simply couldn't have compiled a list of greatest diesel engines ever made without including arguably the most durable class 8 diesel out there. 12L inline-six Mack E7 is the backbone of the company's Bulldog fleet. It delivers between 250 and 454 horsepower with maximum torque figures between 975 and 1,660 lb-ft. With such high power output, E7 can easily compete with competition's higher displacement mills. And it's also lighter than most of them.
They were first introduced in 1988 but you'll be hard-pressed to find first two production year engines out there. These early units were air-cooled, while all post 1990 units are water-cooled. Moreover, water-cooled E7 Macks also come with Econovance variable injection timing system which increases fuel economy. That's the main reason older mills have been replaced – not their unreliability. But reliability isn't their only advantage. Mack E7 diesels have a simple design which makes maintenance easier. Moreover, average E7 engine will require oil change at around 25,000 miles – almost twice the mileage of competitive engines. Every great engine has its strong point or two, and Mack E7 just keeps piling them.
What About A Bonus 10 Crazy Diesel Engine Swaps?
Despite the best efforts of many automakers, the North American market has never truly accepted the diesel engine in much of anything other than trucks. Even then, the diesel engine has more of a cult following than a true sales base.
With diesel cars and trucks accounting for less than two percent of all new vehicle sales, most people are not interested in reading about the ho-hum, everyday diesel engine that can be found at the local dealership. However, we know that regular visitors to this site want to hear about superpowered engine swaps(hell, any interesting engine swap for that matter) whether it is a diesel engine swap or any other fuel type. So, with that in mind, we scoured the internet with beady eyes and a greedy grin to bring you these ten diesel engine swaps that will make you think.
1. 1970 Plymouth Cuda "Torc"
When the 1970 Plymouth Barracuda hit the market, America was in the throes of muscle car mania. Every automaker was building horsepower monsters. Many of them still appeal to die-hard gearheads. In 1970, a 'Cuda would have set you back a tad over $3,000 and could have been equipped with a 426 cu.in. Hemi V8 engine capable of 425 hp. Damned impressive for the time.
Well, the guys at Weaver Customs thought it would be a lot of fun to do a 6.7-liter Cummins diesel engine swap. The result of the project is a 1,500 hp monster aptly named the "Torc." As all gearheads know, ponies are not the most impressive aspect of diesel engine swaps; the torque is. The Torc thrusts 3,000 lb-ft of the stuff to the pavement.
2. 2004 Chevrolet Silverado 2500
On the outside this David Browning built hotrod looks like every other Silverado 2500. The boys at Diesel Technology Source(DTS) where David works his magic kept that look on purpose. After all, there is nothing better than surprising the hell out of other drivers with the power from an average looking ride.
Pop the hood and you can see where the magic begins. Staring you in the face is a Duramax that hosts so many aftermarket parts that you need a secretary to read the build sheet while you drool over the powerplant. At the wheels, this Duramax creates 1,100 hp. To get there the crew at DTS added an ATI damper, Howard's connecting rods, and ARP 12mm main studs. As your secretary continues to read, you will find Pro Gram main caps and high performance Mahle racing pistons.
The DTS boys didn't stop there. They added a custom-built cam as well as specialty valvesprings and rocker arm bridges. The pushrods are another special order item and DTS did a complete porting job on the cylinder heads. Along with all of the custom material already mentioned, DTS needed to be able to move a lot of air and fuel to get their truck to finish the quarter mile in 10.41 seconds at 128 mph. DTS looked to Garrett ball-bearing turbochargers. To wit, a 75.8mm GTX4202R manifold turbo and a 106mm GT5541 turbo. With the airflow issue conquered, DTS decided to use a PPE Dual Fueler kit and a twin set of Stage 2 CP3 pumps built by Wicked Diesel Motorsports.
3. 1969 Chevrolet C10
Brett Deutsch's 1969 Chevy C10 started its life powered by a gasoline engine just as every other C10 on the block did. In a plot twist, Brett's grandfather dropped a three-cylinder Detroit Diesel into this C10 shortly after buying it. As any diesel fan knows, that engine is not impressive nor something to build upon. Brett found a way around those limitations, though.
Taking an interesting approach, Brett and his father decided to use a bus engine, transmission, and chassis for their build. A Duramax Diesel/Allison combo to be exact. The final result is a diesel engine swap that features Carrillo rods, performance main caps with a girdle, a SoCal Diesel 3388 camshaft, Stage I heads, and a 72mm VGT turbo. Toss in injectors that are 175 percent over and you get a 1969 Chevy C10 that Dynos 1,002 hp at the rear wheels and does the quarter in 9.99 seconds at 142 mph. After a few changes to his set up and some weight reduction, Brett managed 1,106 hp and a best run of 9.43 at 148 mph.
4. Demented Mustang
The Ford Mustang is a pretty popular car for diesel engine swaps, but no one has taken the same approach as Mark Kubik. His version is powered by a 7.3L Power Stroke, giving the Demented Mustang more power than most drivers could ever hope to handle.
The 7.3L powerplant you see under the hood is capable of 1,700 hp. To get there this superpowered diesel engine swap required a lot of aftermarket parts. Out went the HEUI injection system, in came a mechanical setup that uses a Bosch P-pump. Also coming in were forged connecting rods, low-compression pistons, and a camshaft from Hypermax. Approximately 100 psi of boost comes from a 98 mm Garrett GTX5533R Gen II turbo. Even the crankcase had to be swapped out in order to handle all of that power, so it was back to Hypermax for a compacted graphite iron (CGI) block. The quickest run the Demented Mustang has made is 5.24 seconds at 134 mph through the 660.
5. 1966 Chevrolet Nova II
Ryan Milliken of Hardway Performance built this 1966 Chevrolet Nova II specifically to drag race. Dubbed the Green Reaper, this car makes our list of diesel engine swaps with an eighth-mile time of 4.88 seconds at 150 mph.
A time like that requires a lot of work. The base car had been run by Mickey Tessneer, but Milliken swapped in an inline six built by Freedom Racing Engines. The powerplant boasts such amenities as a Hamilton Cams cast-iron block, billet steel rods, and a Wagler Competition billet-aluminum head. Inside, there are Diamond Racing pistons and 400 percent over injectors supplied by an 88 mm Garrett GTX5533R providing 65 psi of boost.
What do you do when your diesel truck has two blown head gaskets, bad injectors, and 350,000 miles on it? If you're Tyler Rabbage, you do an engine swap. Where most owner's do diesel engine swaps and stay with the same type, i.e, putting a General Motors product back into a GM truck, Rabbage chose to go with a 5.9L Cummins instead of a Duramax.
Rabbage's truck didn't make our list of diesel engine swaps because of its raw power. It made the list because the swap was done in just eight days. That includes rebuilding the Cummins, pairing it with a beefed up Dodge 47RH, and getting the truck back on the streets. Granted he had help from Outlaw Diesel. Even though a Cummins 5.9L is one of the most common diesel engine swaps around, eight days is still pretty impressive.
7. Dodge Ram 3500
The Dodge Ram 3500 dually is already a great truck whether it is equipped with a diesel engine or not. The available 6.7L Cummins is a very efficient engine, but not the most powerful diesel on the market. So, what do you do if you want more power? Well, if you are Calibrated Power Solutions(CPS), you swap in a commercial QSL9. QSL9 diesel engine swaps into a pickup truck are not common because of space limitations in the engine bay. After some careful work with a shoehorn, CPS was able to make it happen.
The bulk of the QSL9 was increased further by a threesome of BorgWarner S591 turbos and all of the necessary pipes. Once room was made for the new powerplant, CPS went to work beefing up the QSL9 beyond adding the turbos. First up was a new gearbox to handle the massive amount of low-end torque envisioned. The new one is a Competition Stage 3 47RE built by Firepunk Diesel replete with manual valvebody and TCI Automotive pistol-grip shifter. The QSL9 had an original displacement of 8.9L. After some serious boring and stroking, that was increased to 10.4L. The flow from the fuel system was increased with dual Exergy Performance 14 mm CP3 injection pumps. The air/fuel mixture is completed by the 100 psi of boost created by the BorgWarners. Today, the Dodge Ram 3500 is one of the best used diesel trucks you can buy.
8. 1967 Ford Falcon XR
In 1967, buyers had six engine options to choose from when buying a Ford Falcon. None of them were diesels. In addition to being the only Falcon we have ever heard about with a diesel engine swap, this build makes our list of diesel engine swaps because it was built using 100 percent recycled parts. Dubbed Zero'd by its builder Mark Faber, the car was billed as the world's first "elite eco-friendly custom-built muscle car."
Starting with a 7.3L Ford Powerstroke diesel engine, the Australian custom builder upped the output to 600 hp at the wheels. That may not be massive, but it was achieved running B20, a blend with 20 percent biodiesel included. Faber stressed the "green" aspects of the car to the point of reusing fenders, installing custom seats that were stitched together with hide scraps, and using old nuts and bolts. The only new parts he used were rubber, glass, and a custom-built radiator and intercooler.
The power coming from the standard engines offered in a 1963 Chevrolet Nova II is anything but spectacular. How do you improve on the base output? Well, to make our list of diesel engine swaps, you have to choose an oil burner of some type. John Fyffe went with a Duramax.
John turned to diesel performance experts at Fleece Performance Engineering to turn his LB7 Duramax into a seven second drag car. Fleece installed a great Wagler Competition water-to-air intake, parallel 63 mm BorgWarner turbos, and a Chrysler 47RH gearbox with a manual valve body to handle the torque. Output is north of 1,200 hp at the rear tires.
10. 1949 Willys
A 1949 Willys truck is not a vehicle commonly associated with great diesel engine swaps. Off-roading, yes; not diesel engine swaps. Despite that, Gerry Rommel, pictured above with his truck, had a vision.
That vision involved a engine bay stuffed with an inline four 4BT Cummins. Hey, we didn't say the Willys was on our list of diesel engine swaps for its amazing power. It does hit the interesting factor pretty hard, though.
Gerry's build includes a 3.9L 4BT equipped with a rotary Bosch VE injection pump. There is no intercooler to be found under the cowl, but you will see a Fluidyne radiator. The 4BT is paired to a durable Turbo 400 automatic. As you can see in the image, this is a raised off-roader. To that end, Rommel installed a tough NP205 transfer case, a Dana 44 front axle, and a Dana 60 rear. Both axles have 3.55 gears.
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About Nikola Potrebić
Despite driving a piece of junk, Nikola still manages to survive the harrowing experience called "A road trip in a Yugo," day in, day out. On the other hand, precious few things move him as muscle cars do. Especially those from the bygone golden era, which makes him wonder why wasn't he born a few decades earlier? Well, at least he's been given the opportunity to enjoy the likes of the Pontiak Aztek, Chrysler PT Cruiser, Fiat Multipla, and other lovely millennials, right? Come to think of it, I'll stick with my Yugo. Thank you very much!


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Stroud Alternative Academy provides an alternate school environment for students who have difficulty achieving in the regular school setting. Students must be recommended for admittance to the Academy by the principal of their respective school. The Academy serves students from four different school districts; Chandler, Davenport, Depew, and Stroud. Presently, the Academy serves students in grades seven through twelve. Students attend classes Monday through Thursday at Stroud High School which is located at 1096 E 7th Street, or Monday through Friday at Stroud Middle School which is located at 212 W 7th Street in Stroud.
Credit recovery (making up a course) for students is available on a space-available basis. Individual schools are responsible for determining if space is available. Full-time alternative education students are given first priority.
Academy students work at their own pace on a course of study prescribed by the sending school. Students use computers as well as textbooks in their daily work. All students attend mandatory counseling weekly and they also may receive credit for their work experience. Each student in the Academy is unique. Our goal is to provide students with the tools necessary to further their life's ambition - be it post-secondary education or career pathway information and opportunity.
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Roger Schofield, Taxation Under the Early Tudors, 1485-1547. Oxford: Blackwell Publishing, 2004. xvi + 297 pp. $74.95 (cloth), ISBN: 0-631-15231-8.
The origin of this book was a doctoral dissertation, on "Parliamentary Lay Taxation, 1485-1547," submitted to and accepted by Cambridge University many years ago (no date given). Since then Roger Schofield has obtained well-deserved international renown for his work and publications with the Cambridge Group for the History of Population and Social Structure, in particular in close association with Anthony Wrigley. The scholarly world is thus greatly indebted to his decision (at the urging of his now late mentor, Geoffrey Elton) to publish this important study on Tudor taxation under Henry VII and Henry VIII. His very considerable achievement, and indeed most important academic contribution, is to demonstrate how and why "taxation based on direct assessments of each individual was revived," during the reign of Henry VIII, "after having been abandoned as unworkable in the fourteenth century" (p. 201). During the 150 years that preceded the accession of the first Tudor, the standard mode of parliamentary taxation had been the "fifteenth and tenth" [6.67% and 10.00%], as "the grant of a specified sum of money, fixed in 1334, and little altered thereafter, from every 'vill' and urban ward in the country;" it was "a very simple tax, of fixed yield … levied in the first instance," on lands and moveables, "on communities rather than on individuals." This study examines the continuation of this mode of parliamentary taxation under the early Tudors; but the chief focus of the book is on the new "subsidies," as a radical fiscal innovation by which taxes were imposed on and collected from individuals, based on periodic assessments of not only their properties and moveables, but also their financial incomes from rents, profits, fees, annuities and — most surprisingly for this era — from wages as well (in many of the subsidies, at least). As Schofield demonstrates, Parliament granted such taxes — in both forms — only periodically and chiefly to finance the crown's military requirements: thus, such taxes were levied in only 27 years or 43% of the regnal years for both monarchs.
Following a rather too brief introduction, chapter 2 analyzes the role and functions of Parliament in granting these taxes; chapter 3 analyzes the grants, levying, and collection of the "fifteenth and tenth," based on local assessments of lands, goods, and chattels, demonstrating the inequities that had arisen in the preceding 150 years, without any adequate regional reassessments of wealth distributions among England's 39 counties, and demonstrating, as well, the difficulties or inequities involved in determining how individuals were to contribute in fulfilling quotas assigned to the various "vills" and towns, and attendant problems of collecting these property taxes. Chapter 4 analyzes the "evolution of the directly assessed subsidy," beginning with the poll tax on aliens (from 1488), and continuing with the initial failure (or partial failure) of the first major subsidy, in 1489 (but based on a parliamentary grant of 1472).
Finally, in 1513, Parliament was successful in establishing the final form of the directly assessed subsidy, i.e., based on individuals and not communities; and chapter 5 continues with the analysis of the "directly assessed subsidies, 1513-1547″: their administration, exemptions, objects and modes of assessment, rates of payments, and tax collections — especially in terms of the time allowed for levying and collecting the subsidies, given the exigencies of war finance. In many respects the 1513 subsidy — "the first major extension of the incidence of taxation since 1380″ — established a fiscal ideal not always replicated in subsequent grants, as demonstrated in Table 5.7 (pp. 106-07). Three modes of graduated or "progressive" taxation were stipulated: (1) a tax on moveable goods, ranging from 1s 0d for assessments of ?2 to ?10 to sums of 53s 4d for assessments of ?800 and more; (2) taxes on non-wage annual incomes (commercial-financial), varying from 2s for a range of ?2 to ?10 to a maximum of 20s for incomes assessed at ?40 and more; and, as the most novel, (3) taxes on wages (for males over 15 years) ranging from a minimum of 4d on annual wages of just ?1 (240d) to a maximum of 1s or 12d on annual wage incomes of ?2 and over. It is worth noting here (and Schofield does not do so) that in this year an estimated annual wage income for a master mason or carpenter in Cambridge would have been ?5.25 (6d for 210 days) and ?7.00 in London (8d for 210 days).
The subsequent subsidies, from 1514 to 1542, did not, however, replicate this structure; and those from 1514 to 1525 set merely a flat rate of 6d per ?2 of moveable goods, and 6 per ?1 of both annual commercial/financial incomes and annual wages. In subsequent subsidies, to 1542, the minimum assessments were set at ?20 or even ?50 (1527), without taxing wage incomes (and only alien non-wage incomes). Finally, Henry VIII's last parliamentary subsidies, in the years 1544-47, did restore basically the same structure provided in the 1513 subsidy (with somewhat different rates). Schofield estimates that when the assessments were set at such high minimum rates (in 1525-42) only about 0.15% to 1.40% of the adult population was subject to taxes, and that in the other subsidies from one-third to one-half (averaging 40%) of the population was exempt from taxes.
The following chapters, though necessary for a complete understanding of the mechanics for and records of parliamentary taxation, will generally prove to be less interesting for most readers: chapter 6, on the procedures and records of the Exchequer; chapter 7, on the yield of taxes; chapter 8, on the efficiencies in collection, and popular opposition — only very rarely in the form of violent public protests (1489, 1497, 1536, and then only regional); and the concluding chapter 9, on "taxation and the political limits of the Tudor state," which, along with chapter 7, are the most important in the second half of the book.
Particularly interesting are Schofield's comparisons of the net tax yields from the old system of the "fifteenth and tenth" and the new system of subsidies: the former, producing generally stable yields, varied from ?27,700 in 1492 to ?35,800 in 1537 (an average of ?31,100); the latter, produced often wildly fluctuating yields varying from the extreme low of just ?700 in 1488 and a low of ?5,700 in 1526, to far higher yields of ?64,800 in 1525, ?74,600 in 1544, and the highest of all, ?109,000 in 1545-46. Some incomplete valuations of Tudor tax receipts had been published earlier; but Schofield corrects most of them, and, equally important, clearly distinguishes (in Table 7.1, pp. 170-72) between gross and net yields, after collection costs and exemptions (about 4.2%).
As a minor criticism, one might have wished more comparative evidence, in particular to compare the significance of these tax yields with other sources of crown or state revenues under the first two Tudors. The major such example is, of course, the Henrician Great Debasement of 1544 to 1551, which, according to Christopher Challis [The Tudor Coinage, Manchester, 1978, Table 6, p. 255], produced a net seigniorage profit of ?1,270,684.1, or an annual average of ?181,526 — well in excess of the most productive subsidies.
The most interesting feature of the concluding chapter goes beyond Schofield's actual research, and thus beyond the reign of Henry VIII. He contends that, in the reign of Elizabeth I, the value of the assessments declined in both nominal and thus significantly in real terms, with the increased inflation of the later Price Revolution era. Furthermore, tax collections under Elizabeth ranged from just 25% to 51% of independent assessment valuations, compared to an average of 68% under Henry VIII. The chief cause of this discrepancy was a grossly unfair under-assessment of the peerage and upper classes, from "a combination of personal self-interest and the exigencies of patronage politics" that "conspired to undermine the directly assessed subsidy as a viable form of taxation under the later Tudors" (p. 217). If most historians consider Elizabeth to have been the much more enlightened monarch, Schofield contends that, in terms at least of parliamentary taxation, Henry VIII's reign was the most remarkable of all the Tudors — and Stuarts — "for its sophistication and attention to the principle of distributive justice" — in essence, for its fairness; and that indeed his system of direct subsidies "was several centuries ahead of its time," with this very short-lived partnership between a more enlightened upper class and the crown. Subsequently, Schofield observes (p. 201), "direct assessment was to be abandoned again in the mid seventeenth century, after decades of complaints over evasion and under-assessments [of upper-class incomes], and would not be revived until the very end of the eighteenth century," during the Napoleonic Wars, and then only very briefly. The modern income tax was reintroduced, now on a permanent basis, only in 1842, with the Tory regime of Robert Peel: at the modest and flat rate of 7d per pound sterling, or 2.92%. A progressive income tax, on Henry VIII's 1513 model, would not be achieved in Britain until the early twentieth century.
John Munro, Professor Emeritus of Economics at the University of Toronto, was the medieval area editor of the Oxford Encyclopedia of Economic History , edited by Joel Mokyr (5 volumes, New York, 2004); and his recent publications include "The Medieval Origins of the Financial Revolution: Usury, Rentes, and Negotiablity," The International History Review, 25:3 (September 2003), 505-62; and "Spanish Merino Wools and the Nouvelles Draperies: An Industrial Transformation in the Late-Medieval Low Countries," Economic History Review, second series, 58:3 (August 2005), 431-84.


We come now to the last years of Palmer's Village. According to Charles Manby Smith the village began to decline even before the building of Victoria Street. It lost its rural character, a change attributed by Manby Smith to the rising popularity of the horse-drawn cab. The owners of the cabs started to make use of the open spaces in the village. Stables were put up, the bloom and fragrance of flowers were replaced by dung heaps, and broken-kneed, broken-winded, glandered, blind, and spavined hacks supplanted the pigs and poultry. With the cabmen came late hours and midnight riot, gin-drinking and squabbling.
In 1845 Parliament passed the Westminster Improvement Act. It created the Westminster Improvement Commission and gave it authority to construct a street of not less than eighty feet in width to form a communication between the neighbourhood of the Houses of Parliament and that of Buckingham Palace, together with all necessary avenues and approaches to the said street. The Commission was given power to purchase land and demolish buildings along the line of the street, according to a Schedule attached to the Act. The land and the buildings included the whole of Palmer's Village.
We have come across that ominous word Improvement elsewhere in this website. In Cardiff during the 1930s the council committee supervising the demolition of Temperance Town was the Wood Street Area Improvement Sub-Committee. The most notorious use of the word occurred in the first half of the nineteenth century during the clearance of people from the Highlands of Scotland, in areas such as Strathnaver and Strathcarron.
A report on the opening of Victoria Street appeared in the Illustrated London News on 6 September, 1851. Victoria Street and the other new streets were built as much as seven feet above the surrounding ground level, both to ensure adequate drainage and as a way of using up the vast amount of rubble left after the demolition of buildings. Astonishingly the report states that the first labour of the Improvement Commission, after clearing away the old houses, was to construct deep and efficient drainage for the new buildings. There is no indication that any provision was made for housing people already displaced. It is true that the Commission considered plans for new housing comprising apartments for people who could afford them and lodging houses for the "working classes", but apart from one block of apartments, said to be nearly completed, none of these had been built at the time of the report.
One place to find the Illustrated London News is the Westminster Reference Library, in St Martin's Street behind the National Gallery.
People living in Palmer's Village would have been obliged to join the several thousand others who were seeking accommodation. Not all of them were displaced at once. At the time of the 1851 census parts of the village such as Somerset Row and Fugent's Row had gone, presumably because they were directly in the line of Victoria Street, but there were still people living in Paradise Row, Fulmer's Row, Providence Row, and Goodman's Green. Within the following year or two they too moved out.
One of the families that may have been displaced by the development of Victoria Street were William Alexander Hills, Sarah Ann Hills, and their children. William was a tailor, Sarah a needlewoman. They had moved with their first child to Palmer's Village between 1837 and 1840. Another child was born in 1840, and by the time of the 1841 census they were living in Goodman's Green. Later they moved to 7 York Place, where two more children were born. 7 York Place was one of the buildings scheduled for demolition. It seems that the Hills family then found accommodation just a short distance away, as by the time of the 1851 census their address was 4 Little George Street, now Vandon Street.
Charles Manby Smith went back to Palmer's Village just before he wrote "A Deserted Village in London" in 1853. Having walked from Westminster Abbey along Tothill Street all he found at Palmer's Village was the new road and a desolate empty building site. Of the vanished village only a few walls and some rusty hoardings remained.
On that outing Manby Smith stopped to talk to an elderly man in a neighbouring street. The man recalled Mr Wiggins, the landlord of the Prince of Orange, and the village blacksmith. He had heard that after the death of his wife Wiggins had moved to Jersey and had died there. The blacksmith, the one that used to play the bells, was doing well, having made a fortune out of railway carriage buffers. The man had seen him a few years before driving in an open carriage with a pair of grey ponies over Westminster Bridge.
Palmer's almshouses lay to the north of Victoria Street and survived for another couple of decades. In the 1870s both the school and the almshouses were incorporated into large charitable organisations. Palmer's school became part of the Westminster City School, and his almshouses were united with the almshouses of Emery Hill to become the United Westminster Almshouses.
The United Westminster Almshouses still exist, now called the Westminster Almshouses Foundation. They occupy buildings constructed in 1882 on the site of Emery Hill's almshouses at 42 Rochester Row. On the wall at the front facing onto Rochester Row there are busts of James Palmer and Emery Hill that came from the original almshouses.
To get an impression of the location of Palmer's Village stand outside Westminster City Hall at 64 Victoria Street. Look south across the street into Wilcox Place and Howick Place. You will be looking at the heart of the village. To find the site of the almshouses walk a short distance east and then north up Palmer Street. I went there in January 2010 and went into the Rendezvous café. As I sat with a cup of tea I wondered if anyone else in there knew that Palmer's almshouses once stood there.


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Alt title: Kuroshitsuji
TV (24 eps)
4.201 out of 5 from 44,737 votes
Inu X Boku Secret Service
Rengoku no Cartagra
Inferno (Ruru)
Jack: The American Ghost
LindLTailor Oct 4, 2010
As of late, Kuroshitsuji is essentially the poster-boy for thinly-veiled fangirl bait. Kuroshitsuji (or Black Butler, whatever floats your boat) has tons of yaoi tropes, and has the word bishie plastered all over it, so you may think that being somebody who does not like these things, that I hate it because of that. So let's make this clear now: No. That has nothing to do with it. There are plenty of legitimate reasons not to like Kuroshitsuji besides that, so before you reach for the Not Helpful button, please think for a second: are you doing that because my review is badly written, or just because you don't agree with my score? So, at the very least, just read the rest of the review first, OK? With that sadly necessary disclaimer out of the way, let's discuss Kuroshitsuji. Kuroshitsuji is the story of a boy named Ciel Phantomhive, and his butler, Sebastian Michaelis. Ciel is the head of a toy company, and is also in the employment of the Queen, who enlists him to deal with various mysteries. Why this is the case isn't really explained, but nonetheless, most of the episodes play out as a Sherlock Holmes style detective series with him solving various supernatural mysteries. Of course, Ciel is no ordinary boy... he has a contract with his butler for his soul. As you probably already knew, Sebastian is a demon of sorts. He is nigh invulnerable to everything, has amazing skill in pretty much every field, and is basically perfect in every way. This, however, is the first problem with the series... Sebastian is a massive Gary Stu. He's simply too perfect. Not once do you feel for him as a character. He is completely overpowered, and is essentially an end all, fix all solution to more or less every single problem the series can throw at any of its characters. Sadly, the rest of the cast isn't much better. Ciel Phantomhive is probably the most likeable character in the show, being something of a snarky, deadpan character with a chip on his shoulder the size of Africa. But he has his idiosyncrasies as well... most of which simply come down to him being a complete jerk to everyone. Ciel is generally single-minded, only caring about whatever mission the Queen has given him, or getting revenge on those who ruined his life. The reaper, Grell Sutcliffe, had potential to be a loveable psychopath in the vein of Ladd Russo or any given Hellsing villain, but they eschew the chainsaw wielding, slasher smile route laid out in front of them in favour of making him incredibly, incredibly gay, as though they were trying to make a psychotic badass Leeron. But unlike the aforementioned Gurren Lagann character, they don't manage to make him nearly entertaining or tongue-in-cheek enough... to be perfectly honest, Grell is just plain offensive. Another problem with Kuroshitsuji is that it can't seem to decide what it wants to be. For half the series, it goes down the aforementioned Sherlock Holmes route, painting a great depiction of 1888 London, rolling through themes like Jack The Ripper and Scotland Yard, but for the other half it tries to blend a Tim Burton-esque supernatural demon theme to the mix, and the tone of the series becomes very inconsistent as a result. Both styles are well-executed, but they conflict with each other. If they had been more consistent, Kuroshitsuji would have been better as a result. The character designs also mirror this quite heavily; While we often get a good, 1800s design like Sebastian, we also get overblown, colourful and vibrant designs like those of Grell or the Undertaker that creates a very poor contrast. Also, there's something that can occasionally be very jarring, and that would be the anachronisms. Despite the show being set in 1888, you will frequently see things that are very out of place in this time period, like advanced modern handguns, sophisticated chainsaws, and film. While all of these things did exist in some form at this point, none of them do in the form they are shown in. And even more jarring is that most of these are applied to the Reapers, ancient beings that would not realistically incorporate these sorts of things into their supernatural array of weapons. And on that note, one of the things that annoys me most about Kuroshitsuji is that the demon lore is left completely unexplained, as though they were some sort of afterthought. The reapers hate demons, but why? It's never given any real mention. There are also Angels, only one of which we ever see, whose purpose and role in the demon lore is never even touched upon, let alone their motives. I think Kuroshitsuji would have actually been better if they had completely left out the angel/demon/reaper aspects of the show and solely focused on the detective angle instead. The only aspect wherein Kuroshitsuji really shines is the production job. The animation is fluid, and the art style is thoroughly polished, using a blend of dark, rich tones. The 1800s environment is one of the strong points of the series, which makes it all the more of a shame that they so often opt for the Burton-shtick instead. The soundtrack is also very strong, featuring a variety of music fitted to the period, most notably the smooth jazz. Now, before this reads like an invitation for all the yaoi fangirls to break down my door, let me just clarify this by saying that Kuroshitsuji is not bad. What it is is average. Ordinary. Run of the mill. The only exceptional thing about it being the insane level of fan-pandering it stoops to. However, there is still one serious problem with Kuroshitsuji not accounted for... the ending. The last few episodes are an evermounting pile of contrived nonsense. Things happen, but no explanation as for why or how is ever really given. No character's motivations ever make sense. Plot twists come from absolutely nowhere with no foreshadowing or real explanation. It rivals Soul Eater in terms of ridiculous bullshit endings, but at least Soul Eater didn't leave us on an incredibly dodgy cliffhanger that leads to a second season of pure filler. Final Words: It had potential, but it ignored it so it could pander to fans. Animation/Graphics: 9/10 Story/Plot: 3/10 Music/Background: 9/10 Overall: 4/10 For Fans Of: Hellsing, Pandora Hearts.
ThatAnimeSnob Apr 14, 2012
Having nothing better to watch these days, I went for bijin series just for a change of pace in my anime life. You know; waiting 5 years for another FMAB to pop up. So here I am viewing this "Butler from Hell anime", which comments make it look like it's orgasm in animated form. I sat down with zero expectations knowing how bijin looks and lots of fujoshi fandom don't translate to good news. Well, no surprise, I was right.First of all I will admit that Sebastian is the coolest anime butler of all times. I mean, what other candidates are there? That irritating indecisive harem shit archetype one from Hayate no Gotoku, or maybe those trash from Ladies versus Butlers? No sir, the competition was low to begin with and dear Sebastian wins while still making breakfast for his master. As a character, I found him to be the tuxedo wearing offspring of Alucard from Hellsing and Enma Ai from Jigoku Shoujo. Not bad of a combo I must say. Ok, he was not battle frenzied like dear old All but was equally imba during battle. And yes, he does send people to hell by making contracts with them. Plus, he is made of the stuff that makes fujoshis scream like they are being teased in their privates by a j-pop band. All of its members at the same time. And then there is Ciel, the frail and cute shota with an attitude that gets carried around by Sebastian in his lap like a good doggy every five minutes. Yeah, great service there people.Well, they are not the only ones of course; pretty much every important character in this series is like a model agency graduate with debatable sex and sexual preferences. All part of looking gaunt enough to keep watching even if you don't like the plot one bit . From the above monologue, you can figure out that I give full mark to character figures. And I also do for all the backgrounds, sceneries, and overall artwork too. Victorian England looks very interesting and besides some minor anachronisms, it is very realistic in how society was running back then. High amount of detail and decoration, smart camera angles and uses of lighting and shading, plus many wonderful sceneries to just stare at how beautiful they are. I must say Studio A-1 Works does wonders when it wants to. It's still not a perfect mark though. The actual animation is rather sloppy, with many still panels, jerky movements, low frame rate and sometimes annoying chibi moments. Yes, lots of rather crude chibi looks that ruin true immersion to the story. The sound department is mighty fine too. Great voice acting, nice atmospheric music, ok sound effects, the package does it's magic with flying colours. The bijins are seducing you with their tone of voice or making you laugh with their sillyness. Now about the story which, unlike Sebastian, it's very weak. The premise is about Ciel selling his soul to the devil in order to get revenge on the dudes who killed his family and becoming a boy detective in order to find clues. And it's also about Sebastian… looking cool. That's pretty much all of it. Ok, it's not THAT bad but the presentation doesn't have any sort of brilliance in its handling. Mystery exposition is rushed, the chain of events is loose and happens as the author likes it, the showdowns ain't exciting at all. Want a breakdown? Ciel is looking for a criminal, goes somewhere, meets someone, a crime happens and it is revealed the guilty one was the guy he just met. So his life is in danger and so tells his butler to fix this mess because they will be late for tea time. And that's it… No matter the situation, Sebastian is simply unbeatable and doesn't even need to use strategy in battle. It's just brute force. Yeah, totally unexciting…Not only that, but as the story goes on, this becomes more and more of a problem and in the end it feels like everything happens like Bleach in totally random and convenient ways. So the detective and mystery aspects of the story are plain horseshit and ruin the already simple premise of the story. I mean, check out Majin Tantei Nougami Neuro. It was detective and supernatural but had actual interest and showdowns (of sorts). This? This was Scooby Doo serious before it. The ending is also left rather open, so there isn't even a closure to the already simplified and kindergarten-handled main story. I was told that the anime added a lot of filler and that the manga is far better, with the second season being nothing but a fanfic. Plus it is far lamer than even the first season. Thus the story is yet another victim of adaptation decay but hey, who cares about the story if you can stare at Sebastian giving Ciel a spongebath ? Let's not kid ourselves, the selling point of the series is Sebastian. The anime itself is named after him. As long as you are satisfied watching him doing cool stuff with his underage sex partner master, then all the rest are trivial. And if that is not enough, there are many comic relief characters to have fun as substitute for the piss poor storytelling. To be honest, most characters get exposition and you really do get to know a lot about them as the story goes on. They are not entirely stunts. But since all that always happens out of the blue, lasts 5 minutes, doesn't affect the main story, is hardly ever mentioned again, and it's usually ridiculed by bad jokes, well, that makes all character progress and coloring to be equal with the Stone Age while using watercolors on an open space during a heavy rain. But who cares about depth if I get to wet my thingy by staring at them? The value and enjoyment of this anime are a weird thing. Fujoshis adore it and most will probably have decorated the ceiling above their beds with doujin pictures of Sebastian ass-serving Ciel. The only replay value I see here is just so you can keep staring at the bijins and NOT the story or the plot. That counts as something but I definitely know it is not an anime that will be remembered for anything other than its main character. Now if you excuse me, I will return back to watching pitiful anime fandom deifies for silly reasons while waiting for another FMAB. SUGGESTION LIST HellsingJigoku ShoujoMajin Tantei Nougami Neuro
Milotic0701 Sep 20, 2016
This series was amazing! I loved everything! The story was awesome but it was it bit cliché at some parts so 9.5 for the story. The animation was really good, it had alot detail and work put into it, 10 for animation. The sound was pretty well done! I might be one of the only people who actually like both sub and dub. The music was very well~ I love all the themes, 10 for the sound. The characters were good but some of them were just plain boring :\ I did enjoy most of them but very few were just meh.. 9 for characters~ Overall this anime is my favourite anime I've ever seen, I give it 10/10 :3
Angela BLANC
Arthur RANDALL
Fred ABBERLINE
Hiroo MARUYAMA
Hiroyuki SHIMIZU
Shunsuke SAITOU
Mikihiro IWATA
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Everyone has a different idea of the perfect camping road trip. Some like to find a peaceful campsite and settle in for a week of complete relaxation, others like to get going and see plenty of what our historic and charming island can offer. Thankfully J4 Campers, a small, family run business on the south coast has one simple aim: to provide a high-quality vehicle which will allow guests to fulfil their ideal camping getaway, whatever that may be. The light interior of J4's converted VW T5 will help to keep things bright even on a gloomy day and the vans intelligent use of space ensures the T5 is the perfect set of wheels for a comfortable adventure. The Sportcamper is a 4 berth for sleeping and has 5 seat-belted travelling seats. The rear rock 'n roll seat converts into a top specification RIB Altair bed, installed using a certificated mounting system with a simple lever operation. As we all know the nights can get chilly when camping, so the T5 has been fully insulated: the curtains offer full blackout and have a thermal lining to keep you as comfy as possible. Located in Shoreham by Sea, J4 Campers is perfectly positioned to explore the medieval villages, beautiful beaches and rolling countryside this inspiring corner of England has to offer. So what are you waiting for?


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WWII Veteran Voices
More than 60 million Americans served during World War II, but only hundreds are still alive today. Photographer Thomas Sanders began traveling the country photographing hundreds of World War II veterans. The more he shot, the more he listened, and the more captivated he became by their memories of the war. "They are a living record of an incredibly historic time, and we have so much to learn from their experiences." Sanders book The Last Good War: The Faces and Voices of World War II is the story of World War II through the veterans who lived it, and chronicles the courage, hardship, sacrifice and determination of these heroes.


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EFL Trophy Sponsor
Checkatrade announced as new partners.
The EFL has today secured a record value partnership with Checkatrade that sees the market leading trade vetting and monitoring website become the Official Title Sponsor of the EFL Trophy.
The competition has been renamed as the Checkatrade Trophy with immediate effect as clubs from Sky Bet League One and League Two get ready to compete with 16 Category 1 Academy teams from the Premier League and the Sky Bet Championship for the first time.
Kicking off week commencing 29 August, for the 2016/17 EFL season, the first stage of the Checkatrade Trophy will see 16 regionalised groups of four teams go head to head in the reinvigorated competition format. The groups include at least one side from each of Leagues One and Two, alongside one Category 1 Academy team.
Of each group, the top two teams will progress into the knockout stages of the competition, with eventual finalists going on to contest the showpiece Checkatrade Trophy Final at Wembley Stadium on 2 April 2017.
Shaun Harvey, the Chief Executive of the EFL said: "We are delighted to have signed up Checkatrade as title sponsor for our revamped competition – the Checkatrade Trophy. With credibility and reputation critical to the success of the Checkatrade brand, we feel there are some strong synergies between us both and look forward to developing them throughout the sponsorship term that could run for a five year period.
"With major changes heading the way of the competition in 2016/17, including the introduction of 16 Category 1 sides, this partnership is the perfect platform for Checkatrade. It will also present them with a rare opportunity to be directly associated with cup football in England and a Wembley Final.
"Like ourselves, Checkatrade recognise the huge potential in this competition and through their generous support and the changes we have made to the format, we are in a position to be able deliver additional prize money that makes participating in the Checkatrade Trophy an even more attractive prospect for our clubs."
Kevin Byrne, Founder and CEO of Checkatrade, said: "As a football fan, it has been a long term goal to partner a well-known English football competition and as many of our listed trades are also fans, this makes our sponsorship of the new Checkatrade Trophy even more exciting.
"This considerable sponsorship is the latest step in our marketing strategy to remain firmly in the public eye. We're delighted to be associated with so many well respected and prestigious clubs participating in the Checkatrade Trophy and we look forward to engaging with fans over the coming season."
Rovers, who won the trophy in 2007, will play the following:
Tuesday 30th August(7.45pm) - Mansfield Town (A)
Tuesday 4th October (7.45pm) - Derby County (H)
Tuesday 8th November (7.45pm) - Port Vale (H)
Ticket prices are yet to be confirmed.


Gnana Deepam by Swami vivekananda. likes. Book. Christ, the Messenger was a lecture delivered by Swami Vivekananda in Los Angeles, . Bibliography · Sangeet Kalpataru · Bartaman Bharat · Inspired Talks · Jnana Yoga · Karma Yoga · Lectures from Colombo to Almora · My Master · Raja . 6 Dec A devotee's discussion with Swami Vivekananda on Historicity of Jesus Christ. These pages are extracted from Notes on Some Wanderings.
Keep close to Christ if you want salvation; He is higher than any God you can imagine. It is not given to man, and any attempt to worship Him beyond His ordinary manifestations will be dangerous to mankind. Nature and the human soul are interpenetrated by God, and this we see as the Trinity of Gnanaa, nature, and soul. He has manifested Himself many times in different forms and these alone are what you can worship.
Who told you that Jesus came to the Himlayas? His suggestion was— "To obtain Bhakti, seek the company of holy men who have Bhakti, and read books like the Gita and the Imitation of Christ ; always think of the attributes of God.
Viveoananda Dutta 3 May at I have known fools and diabolical men tell the past, present and future.
Ashok 20 April at Christ coming into a spiritualistic seance to dance! Chetan Arya also pointed what Swami Vivekananda pointed only. JemzChristian 7 October at Even if we cannot reach to it, let us confess our weakness, but let us not destroy the ideal.
He has manifested Himself many times in different forms and these alone are what you can worship. Just as this body is the covering of the soul, so this is, deeppam it were, the body of God. They seem to manufacture fruits out of the earth.
In what sense are you pure? Christians unnecessarily think that only Jesus can be savior and no one else.
Bible says in the last days men of demon will rise up and do so many miracles in this world. Vinoth 25 February at No one else did so.
May Jesus Christ forgive for what you have said above Mr. And, above all, if the pride of spirituality enters into you, woe unto you. Retrieved 27 December Swami Vivekananda was asked—.
I ask you all these were done with the help of Demons?
Ravindra 16 April at Views Read Edit View history. It can almost be demonstrated that after each years the world sinks, and a tremendous spiritual wave comes, and on the top of the wave is a Christ. Vedanta Press and catalog. Marampally Srinivas 15 September at It is all one. The lecture was first published as a book by The Vedanta Centre, Boston in Who taught who in India is the question. Vivekananda said that the land where he was born, in a race which was the land of the Jews, was in strife with stagnation and suffering  and due to differences between Pharisees and Sadducees.
Vivekananda in his lecture, while presenting a balanced view on Christianity, also mentioned its drawbacks. What you saw is a LIE.! The only God who gave up his life for you and i. Fools heal others, devils can heal others.


A SUNSHINE Coast couple now believe Friday the 13th is their lucky day after winning the first prize in Set for Life and pocketing $20,000 a month for the next 20 years.
They are the 40th Set for Life First Prize winner nationally since the game began almost three years ago.
They are also the 12th first prize winner nationally so far this year.
A Golden Casket official broke the news of the win to the couple.
The happy woman, who asked to remain anonymous, confessed she was in a state of shock.
"Ah no, I don't believe it," she said.
"Oh my goodness, oh my goodness, I don't believe it. Twenty years - phenomenal.
This is amazing, it is outrageous actually - I am going to be in shock for a very long time.
"When you first called, my husband and I thought we had won something reasonable, but it never occurred to us that it was the big prize, so thank you so much.
"Turns out Friday the 13th isn't so bad after all.
"Friday the 13th will be party time from now on."
The winning woman admitted their Set for Life prize had come at the perfect time.
"We are retired, but we were at a crossroad trying to figure out what to do. We have been hunting for jobs and now we can finally give up," she said.
The winning entry was purchased at Nextra Chancellor Park at Sippy Downs.


text:
NCCPR Child Welfare Blog
News and commentary from the National Coalition for Child Protection Reform concerning child abuse, child welfare, foster care, and family preservation.
A New York Daily News series gets results -- 32 years later
Many people familiar with NCCPR know that I used to be a reporter, and it was my reporting on child welfare that led me first to write a book on the topic (Wounded Innocents, (Prometheus Books: 1990, 1995) and then into advocacy. And some journalists know that I covered my first child welfare story as a journalism student in 1976.
What I have not had occasion to mention before is one of the things that got me so interested in the topic: A May, 1975 five-part series in the New York Daily News, the first installment of which ran under the headline "Big Money, Little Victims."
The series was full of genuinely shocking revelations about New York City children trapped in foster care and the sometimes-appalling conditions in which they lived. But that wasn't new. What set this series apart was how reporters William Heffernan and Stewart Ain connected the dots, and traced the problems back to financial incentives - specifically the fact that private agencies which, then as now, handle almost all foster care in New York City, were paid for every day they kept a child in their "care." Send the child home, or get the child adopted, and the money stopped.
Among the findings:
● "…[M]any private [child welfare] agencies regularly deny thousands of children the chance of finding permanent homes so that they can continue to collect millions of dollars each year in city child support payments."
●"…[C]hildren … have become the lifeblood of these private agencies, which thrive on the millions of dollars the city pumps into them each year. These agencies systematically keep the children in their jurisdiction so that a constant level of government funding is maintained."
The series documented how children were held in foster care needlessly, with no help for birth families and no moves to get them adopted. It documented the enormous power of the private agencies with their blue-chip boards of directors filled with prominent members of the city's business, civic and religious elite, and how they effectively ran child welfare in New York with almost unlimited power and no accountability – a perfect example of what the late Jack Newfield called "the permanent government."
The series documented the role of financial incentives in telling detail, complete with at least one "smoking memo" in which an agency acknowledged that it preferred collecting per diems day after day to the one-time flat fee which existed at the time for getting a child adopted.
I still think this series is the second thing anyone interested in learning about child welfare in New York should read – right after they finish New York Times reporter Nina Bernstein's magnificent book The Lost Children of Wilder (Pantheon: 2001).
From time to time since 1975, another revelation would surface, like the deposition in a 1990 lawsuit in which a social worker said that "I have been advised by a foster-care agency caseworker that her facility has imposed a three-month moratorium on discharges, because it was not receiving sufficient referrals to fill its beds."
And from time to time, the city would try to change the per diem system, only to have pilot projects scrapped by the power of the private agencies and their onetime opponent-turned-ally, Marcia Lowry of Children's Rights Inc.
But in all the time since "Big Money, Little Victims," no newspaper I know of, in New York City or elsewhere, ever again zeroed in on the crucial issue of financial incentives.
There is nothing more important in child welfare reform than changing financial incentives. When I offered 35 recommendations for change in my book, number one was: Change the financial incentives. In fact, on any "top ten" list, changing financial incentives should be one through nine.
Now, at last, New York City is trying again. According to a story in Thursday's New York Times, The Administration for Children's Services plans to replace per diem reimbursement with a formula giving private agencies a flat amount based on what they're getting now. The agencies would get far more flexibility concerning how to spend that money, so they could use more of it to help families get their children back, and to help foster families take care of children who otherwise would have to go into group homes and institutions – options that are both more expensive and far worse for children. The agencies also would estimate the cost savings from reducing the use of those group homes and institutions, and ACS would pass those savings on to the agencies to use to bolster services. ACS says that means that for most agencies, their budgets would increase 15 to 20 percent in the first year they join the program.
In addition, ACS will revamp the way private agencies are monitored, stationing specially-trained city workers at the agencies both to see how those agencies really perform and to help them do their jobs better.
That Times story alludes briefly to the fact that Illinois saw success through changing financial incentives. Here's what happened: The foster care population statewide fell from more than 50,000 in 1997 to under 17,000 today. Independent court-appointed monitors (put in place because of a consent decree) found that as foster care plummeted, child safety improved.
It's a bold, courageous move for any child welfare agency, but especially for an agency that has been under as much pressure as ACS. And it is another indication that for all its failings in how it responded to the death of Nixzmary Brown and other tragedies, failings I'll discuss next week, ACS remains far better than most of its big-city counterparts. (The current ACS Commissioner, John Mattingly, formerly worked for the Annie E. Casey Foundation, which helps to fund NCCPR).
Indeed, it is easier to implement a change like this when the number of children taken from their parents is falling. In New York City it is rising. That ACS is moving ahead with this reform also makes me hope they feel the surge in removals has peaked.
But this change won't come easily.
Hell hath no fury like an agency denied its per diems. And the scare tactics already have begun. Not that anyone is saying no to changing financial incentives. As usual, they're trying to "yes, but…" it to death.
Marcia Lowry, who once was a leader in making systems more progressive and now leads efforts to hold them back, raises the specter that agencies won't take more difficult children. But there is just as much incentive to try to avoid such cases under a per diem system – there's even a name for it, "creaming," as in skimming the cream. And ACS has made creaming more difficult than it used to be.
The head of the trade association for the city's private agencies already is hinting darkly that under this system his agencies might feel pressured to return children home too soon.
How odd. In all the decades that they've operated under a per diem system these same agencies have insisted that money never, ever affects their decisions, and they never would even think of holding onto a child for too long. In fact, New York's existing system for monitoring agencies penalizes them if too many children they return home have to come back into foster care. And, if anything, the new monitoring system is likely to reduce errors in all directions.
So here's what to expect:
If they can't stop the new system, the private agencies will lie low for a year or so, and then start a whispering campaign. They'll blame every death of a child "known to the system" on how they supposedly were pressured to return that child home too soon.
They will base this smear campaign on the assumption that reporters and the public have very short memories. They'll assume that everyone will forget that the number of such deaths hit a record of 45 in 2006. That's up 50 percent over 2005 – and of course that was before any change in the per diem system.
Even such a large change over just one year can be a fluke. But I can't see how one can have it both ways – either fatalities tell you something about overall system performance, or they don't. (It's not so much ACS that wants to have it both ways as it is a certain large, influential news organization).
The deaths "come at a time when" the city is taking away significantly more children than the previous year, which, one would think might "raise questions about" all those additional removals, but that's another story — one I'll get to next week.
Oh, and to William Heffernan, who now is a novelist, and Stewart Ain, now at The Jewish Week – congratulations. Looks like that series finally got results.
Posted by National Coalition for Child Protection Reform at 6:13 PM
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Due to a change in our web hosting arrangements, we had to move a lot of the documents on our website, www.nccpr.org As a result, links to those documents in older Blog posts often won't work. When that happens, you can go to www.nccpr.org and do a search, or contact us at info(at)nccpr(dot)info and we'll send you the new link. We apologize for the inconvenience.
About NCCPR
National Coalition for Child Protection Reform
The members of the National Coalition for Child Protection Reform have encountered the child welfare system in their professional capacities. Through NCCPR, we work to make that system better serve America's most vulnerable children by trying to change policies concerning child abuse, foster care and family preservation. Unless otherwise noted, all posts on this blog are by NCCPR's Executive Director, Richard Wexler Contact us at info(at)nccpr(dot)info Postal address and phone: National Coalition for Child Protection Reform 53 Skyhill Road (Suite 202) Alexandria VA 22314 (703) 212-2006
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text:
American technology company known for its Android emulator
Bluestack Systems, Inc.
Virtualization, mobile software
April 25, 2009; 11 years ago (2009-04-25)[1][2][3]
Rosen Sharma, Jay Vaishnav, Suman Saraf[4][3]
Rosen Sharma
(Chief executive officer, President)
Suman Saraf
(Chief Technical Officer)
Hue Harguindeguy
(Chief financial officer)
Jay Vaishnav
(Founder & SVP of Products)
(VP of Business Development and Operations)
App Player, GamePop
www.bluestacks.com
BlueStacks Android Emulator
BlueStacks Client with Android home screen open as of September 2014.
Stable release
4.240.0.1075[5]
Windows 7 or later;[6] macOS Sierra or later[7]
IA-32, x86-64
BlueStacks is an American technology company that produces the BlueStacks App Player and other cloud-based cross-platform products. The BlueStacks App Player is designed to enable Android applications to run on PCs running Microsoft Windows and Apple's macOS. The company was founded in 2009 by Jay Vaishnav, Suman Saraf, and Rosen Sharma, former CTO at McAfee and a board member of Cloud.com.
Investors include Andreessen Horowitz, Redpoint, Samsung, Intel, Qualcomm, Citrix, Radar Partners, Ignition Partners, AMD, and others.[8]
The company was announced May 25, 2011, at the Citrix Synergy conference in San Francisco. Citrix CEO Mark Templeton demonstrated an early version of BlueStacks onstage and announced that the companies had formed a partnership. The public alpha version of App Player was launched on October 11, 2011.[9] App Player exited beta on June 7, 2014.
1 App Player
2 BlueStacks for Mac
3 BlueStacks 2
4 BlueStacks TV (BTV)
5.1 BlueStacks 3N
7 BlueStacks 4 64-Bit Beta
8 Minimum requirements
9 GamePop
App Player[edit]
The App Player, software that virtualizes an Android OS, can be downloaded in versions for Windows 10 and macOS. The software's basic features are free to download and use. Advanced optional features require a paid monthly subscription.[10] The company claims the App Player can run 1.5 million Android apps as of November 2019.[11] As of November 2019, BlueStacks have been downloaded over 210 million times.[12] App Player features mouse, keyboard, and external touchpad controls.
BlueStacks for Mac[edit]
On June 27, 2012, the company released an alpha-1 version of its App Player software for macOS,[13] while the beta version was released on December 27, 2012.
In April 2015, BlueStacks, Inc. announced that a new version of App Player for macOS, 2.0, was in development, which was released in July.[14]
BlueStacks 2[edit]
In December 2015, BlueStacks, Inc. released the new version BlueStacks 2.0[15] which lets users run multiple Android applications simultaneously.[16] BlueStacks 2.0 was also available for Mac OS X 10.9 Mavericks or later, till 2018.
BlueStacks TV (BTV)[edit]
On April 7, 2016, the company released BlueStacks TV which integrated Twitch.tv directly into the BlueStacks App Player.[17] This addition allows users to stream their apps to Twitch without the need for extra hardware or software. BlueStacks released Facebook Live integration in September 2016, allowing users to stream their gameplay to their Facebook profiles, Pages they control, or Facebook Groups they belong to.[18]
In July 2017, BlueStacks released BlueStacks 3 based on a brand new engine and front-end design.[19] BlueStacks 3 added App Center which personalizes game suggestions, an account system, chat, new keymapping interface, and multi-instance. Multi-instance allows users to launch multiple BlueStacks windows using either the same or different Google Play account.
BlueStacks 3N[edit]
On January 19, 2018, BlueStacks announced the release of the BlueStacks + N Beta which runs on Android 7 (Android Nougat) and claimed to be the first and only Android gaming platform to have Android 7 at the time, since the majority of Android emulators ran Android 4.4 (KitKat), including prior BlueStacks versions.[20] This beta version is powered by an upgraded "HyperG" graphics engine allowing BlueStacks to utilize the full array of Android 7 APIs
On September 18, 2018, BlueStacks announced the release of its latest flagship version, BlueStacks 4. BlueStacks 4 benchmarks 6-8x faster than every major mobile phone according to the Antutu benchmark.[21] BlueStacks 4 also includes dynamic resource management which only initializes the required Android libraries thus freeing resources. A new dock and search offer a clean user interface. New AI powered key-mapping tool auto maps keys in supported games with key customization also available for further tweaking. In addition, BlueStacks 4 supports[22] both 32-bit and 64-bit version of Android 7.1.2 Nougat.
Development for macOS has been restarted, and version 4 is currently available from the website as of November 2019, first released for Mac in January 2019.[23]
BlueStacks 4 64-Bit Beta[edit]
On January 17, 2019, BlueStacks released a 64-bit version of BlueStacks 4 via its early access program.[24] This version runs on a 64-bit version of Android 7.1.2 which allows for improved performance, and more efficient memory usage. The prerequisites for running this build include running a 64-bit version of Windows 8 or later, with virtualization enabled, and Hyper-V disabled. This 64-bit release allows the installation and usage of ARM64-v8a android applications.
Minimum requirements[edit]
Current minimum requirements for App Player for Windows include: Windows 7 or higher, 2 GB or higher system memory, 5 GB of hard drive space, administrator rights, and an Intel or AMD processor.[6] BlueStacks clashes with the BitDefender antivirus software.[25] An update to the latest graphic card driver version is also recommended.
Minimum requirements for macOS are: macOS Sierra or higher, 4 GB RAM, 4 GB disk space, and a model newer than 2014. Please note that BlueStacks has explicitly said that they have not supported Apple Silicon yet.[26]
GamePop[edit]
On May 9, 2013, the subscription service GamePop was announced.[27] It allows users to play as many as 500 mobile games on TV. On July 23, 2014 Samsung announced [8] it had invested in and was backing GamePop. This brought total outside investment in BlueStacks to $26 million.[28]
^ "BlueStacks hits a billion apps used per month and launches new mobile platform". VentureBeat. December 3, 2015. Archived from the original on June 9, 2020. Retrieved June 9, 2020.
^ "BlueStacks Partners With AMD, Bringing 500,000 Android Apps To Windows PCs". TechCrunch. Retrieved June 9, 2020.
^ a b "Bluestacks". CrunchBase. Archived from the original on June 9, 2020.
^ Media, Ryan Daws | 19th September 2018 | TechForge (September 19, 2018). "BlueStacks emulates Android '6x faster' than leading smartphone and is a verified app (safe to download)". Developer Tech News. Archived from the original on June 9, 2020. Retrieved June 9, 2020.
^ "Download BlueStacks Offline Installer". Bluestacks - The Best Android Emulator on PC as Rated by You. January 21, 2017. Archived from the original on October 8, 2018. Retrieved November 2, 2019.
^ a b "System requirements for BlueStacks 4". BlueStacks Support. Archived from the original on November 2, 2019. Retrieved November 2, 2019.
^ "How can I Install and launch BlueStacks on Mac OS?". BlueStacks Support. Archived from the original on November 2, 2019. Retrieved November 2, 2019.
^ a b Etherington, Darrell. "After 10M Downloads, Samsung Backs GamePop As BlueStacks Adds $13M In New Funding". TechCrunch. Archived from the original on July 24, 2014. Retrieved July 23, 2014.
^ Empson, Rip. "BlueStacks Releases App Player And Cloud Connect Service To Let You Run Android Apps On Your PC". TechCrunch. Archived from the original on December 8, 2011. Retrieved December 4, 2011.
^ Whitney, Lance. "Android apps can now run on your PC via BlueStacks". CNET. Archived from the original on December 8, 2011. Retrieved December 4, 2011.
^ "BlueStacks Features and Comparison". Bluestacks - The Best Android Emulator on PC as Rated by You. Archived from the original on November 2, 2019. Retrieved November 2, 2019.
^ "What is Bluestacks?". Bluestacks - The Best Android Emulator on PC as Rated by You. Archived from the original on November 1, 2019. Retrieved November 2, 2019.
^ Rosenblatt, Seth. "BlueStacks ports Android apps to Mac". CNET. Archived from the original on June 28, 2012. Retrieved July 28, 2012.
^ "BlueStacks - Did you pre-order the new Macbook?". www.facebook.com. Retrieved November 2, 2019.
^ "Bluestacks Review and Fix Engine issues". TechnoIliyas. Archived from the original on May 13, 2020. Retrieved March 31, 2020.
^ "BlueStacks 2.0 Launched, Lets You Run Multiple Apps Simultaneously". NDTV Gadgets 360. Archived from the original on November 2, 2019. Retrieved November 2, 2019.
^ "Twitch users can now live stream Android games from their PC". techcrunch.com. Archived from the original on April 8, 2016. Retrieved April 7, 2016.
^ "Stream Android apps on Facebook Live with Bluestacks". engadget.com. Archived from the original on September 22, 2016. Retrieved September 22, 2016.
^ "BlueStacks 2 vs. BlueStacks 3 Features". bluestacks.com. July 30, 2017. Archived from the original on July 30, 2017. Retrieved November 2, 2019.
^ "Android N Comes to PC; BlueStacks Releases the First Android Gaming Platform Ever to Run Android N". gamasutra.com. Archived from the original on January 19, 2018. Retrieved January 19, 2018.
^ "BlueStacks, an Android emulator for PC, gets an update with major performance upgrade". gamasutra.com. Archived from the original on September 19, 2018. Retrieved January 19, 2018.
^ Kumar, Rahul (August 19, 2019). "Is Bluestacks safe for Windows and macOS PC?". HubsAdda. Archived from the original on August 19, 2019. Retrieved August 19, 2019.
^ "Release Notes". BlueStacks Support. Archived from the original on November 4, 2019. Retrieved November 4, 2019.
^ "Join our Discord Server for Early Access Releases and a Great Community". reddit.com. Retrieved March 15, 2019.
^ "r/BlueStacks - BlueStack and Bitdefender blocking some XML files". reddit. Retrieved November 2, 2019.
^ "System specifications for installing BlueStacks on macOS". BlueStacks Support. Retrieved January 8, 2021.
^ Empson, Rip. "After 10M Downloads, BlueStacks Takes On OUYA With Game Console And $6.99 All-You-Can-Play Service". TechCrunch. Archived from the original on June 7, 2013. Retrieved June 11, 2013.
^ "Samsung invests $13M in Android microgaming console GamePop". CNET. Archived from the original on March 7, 2018. Retrieved June 13, 2017.
Retrieved from "https://en.wikipedia.org/w/index.php?title=BlueStacks&oldid=1000673908"
Android (operating system)
Software companies based in the San Francisco Bay Area
Android emulation software
MacOS Internet software
Windows Internet software
Companies based in Campbell, California
Software companies established in 2009
2009 establishments in California
Software companies of the United States
Use mdy dates from June 2019
Articles prone to spam from October 2014


text:
HomeFeaturesLists
Here Are Some Of The Best Affordable Used Cars Under $20k
Average Cost: $9,552
Critics received the 2012 Honda Civic with lukewarm indifference when it was all-new, but that's not to say it's a bad vehicle. Although it lost some of the sizzle of its predecessors and featured conservative, dated styling, the 2012 Civic nevertheless offers the reliability we've all come to expect of pre-owned Hondas, all for an average used car price of $9,552 for the sedan or $9,406 for the coupe.
Cheap and Cheerful:
Study Reveals 9 Best Used Vehicles To Buy In 2020
Buy These 10 Vehicles Used Instead Of New
Although it competes in the midsize sedan class, this generation Accord is actually considered a "large" vehicle by the EPA. Thanks to Honda's packaging magic, the Accord's interior is very roomy, with plenty of space for a family of four. The gurus at iSeeCars suggest the average 2011 Honda Accord will cost $9,363.
A 300-horsepower V6 comes standard in the 2012 Chevy Impala, and backed up by a six-speed automatic, the engine actually achieves a respectable 30 miles per gallon in EPA highway testing. That plus a massive trunk make the Impala a decent road trip machine, as long as sexy styling and sporty handling aren't high on your priorities list. This generation Impala is also the last surviving six-passenger sedan sold in the U.S., with a standard front bench seat on the LS and LT models. The average used vehicle costs $9,240, less than the smaller Civic and Accord.
Average Cost: $14,232
The favorite SUV under $15,000, according to iSeeCars, is the 2012 Ford Expedition. The 2012 Expedition features a much roomier third-row seat than the contemporary Chevrolet Tahoe, thanks to a space-saving independent rear suspension that lowers the cabin floor and opens up plenty of legroom (Chevy finally added an IRS for 2021). The 2012 Expedition costs, on average, $14,232.
Built on a car-like unibody chassis, the 2012 Honda Pilot is a three-row crossover that handles reasonably well and offers a spacious interior. Expect to pay about $13,925 for one, which will achieve 25 mpg on the highway with front-wheel drive or 24 mpg with all-wheel drive. A 3.5-liter V6 is standard, mated to a five-speed automatic
The 2012 Acura MDX is built on a platform similar to that of the Honda Pilot, and it shares the 3.5-liter V6 and five-speed gearbox. The MDX is a bit smaller inside, owing to its swoopy styling, but it offers responsive "Super Handling All-Wheel Drive," which actively sends torque to the outside wheels in cornering. That gives the MDX surprisingly nimble handling for a large crossover. The premium MDX will also cost a bit more than the Pilot – $14,662 on average.
As with most fullsize pickups, the 2013 Chevy Silverado 1500 is available in a variety of cab sizes, bed lengths, and drivetrain configurations. As such, prices on iSeeCars range from about $5,000 for a stripped work truck to more than $45,000 for a well-equipped crew cab with four-wheel drive – the average of all trucks within that spread is $19,937. Even in its most austere spec, the Silverado 1500 is a reliable, quiet, and comfortable pickup.
Toyota's pickup truck reputation is built on reliability and ruggedness. The 2012 Tacoma delivers on both, with the choice of two dependable engines – a 2.7-liter four-cylinder or a 4.0-liter V6 – as well as manual or automatic transmissions and two- or four-wheel drive. That reputation leads to very high resale values, with an average used price of $18,963. The good news is that even high-mileage Tacomas can still be reliable trucks.
Like the Tacoma, the Toyota Tundra is also known for being a tough, dependable pickup. The 2011 Tundra came standard with a 4.0-liter V6, but 4.6-liter and 5.7-liter V8s were optional. The Tundra offers a surprisingly smooth ride for such a large pickup, as well as a very spacious interior. Towing and hauling capacity are midpack among other large pickups, making the Tundra a good all-arounder. Average used prices sit at $19,064.
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Apr 17, 2020 at 4:06pm ET
By: Brett T. Evans
Pre-owned cars that are reliable and safe, but still half the price of a new car.
New vehicles are more expensive than ever. There are lots of reasons for this – advanced safety features, improved engine technologies, and normal economic inflation. But if an average transaction price of more than $30,000 is a bit dear, there are plenty of affordable used cars on the market as well. Industry analysis website iSeeCars.com has compiled several lists of pre-owned vehicles that are less than a decade old, offer good reliability and safety, and can be had for less than half the cost of the average new vehicle.
The study evaluates many different categories, but we're going to focus on the most affordable price point in each vehicle class. iSeeCars includes several vehicles on each of these lists: Best Used Cars Under $10,000, Best Used SUVs Under $15,000, and Best Used Pickup Trucks Under $20,000. Scroll through the gallery to see the top three in each category.
Saving Money:
10 Most Fuel-Efficient Non-Hybrid Crossovers Of 2020
10 Most Fuel-Efficient Gas-Only Cars For 2020
Source: iSeeCars.com
Honda Civic Honda Accord Honda Pilot Toyota Tacoma
Sedan SUV/Crossover Truck