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| Car Profiles
Track Attack! We find America's Best-Handling Car
Which is the best-handling car in the land? Car magazines have been answering that question for a half-century. Here's our response.
Evan WollenbergphotographerJulia LaPalmephotographerKim ReynoldswriterBrian VancephotographerFrank MarkuswriterMike Royerillustrator
Which is the best-handling car in the land? Car magazines have been answering that question for a half-century. Early on, tire and suspension technology was so rudimentary that auto scribes like Uncle Tom McCahill could easily sort out a field of contenders by taking each for a brisk drive around a racetrack or some nice twisty roads with no more instrumentation than a stopwatch and the seat of his pants. Today's worst-handling car is probably as agile on its well-shod feet as some of the most exotic mid-century sports cars were, and sorting out the crme-de-l'handling-crme now takes more than the simple biological assometer. As technology has advanced, vehicle-dynamics engineers have dreamed up better and better -ometers with which to quantify the myriad constituent elements of handling, and our crack technical team-especially Gizmo-Wizard Reynolds-has been itching to outfit a squadron of spry sportsters with the latest crop of g-meters, height-sensors, potentiometers, and, yes, even a real-live electronic assometer in order to once again answer The Question.
Step one in any such venture is to select the contestants. To shed some meaningful light on the topic of dynamic handling, we decided to invite top-handling cars representing the four major driveline layouts-front engine, front drive; front engine, rear drive; front engine, all-wheel drive; and mid- or rear engine. We brainstormed a list of 32 great-driving cars, our eight favorites in each category, then combed through past road-test data, reread our subjective reviews, and winnowed that list down to 10 finalists. (You'll find the full list and our reasoning behind the eliminations at motortrend.com.) We also endeavored to keep the finalists relevant to our readers by eliminating ultra-rare, unattainable exotica. Let's meet the finalists.
Our lowest-priced entrants are the remarkably agile and neutral Honda Civic Si ($21,885) and the aggressive factory-tuner hot-hatch Mazdaspeed3 GT ($24,550). The bulldog MINI Cooper S John Cooper Works GP ($31,150) and the Mitsubishi Evolution IX MR ($37,424) test cars are both 2006 models because their successors weren't yet available, and we couldn't bear to let either of these two staff favorites sit out the competition. Honda's sleek, sure-footed, and high-strung S2000 served as our entry-level rear-driver at $34,845, followed by the sublimely intuitive new BMW 335i coupe (Sport package, hold the Active Steering, for $42,995). Porsche's polished and impeccably balanced Cayman S and Lotus's uncivilized, supercharged Exige S served as our mid-engine entrants, priced at $63,300 and $65,100, respectively. At the top of the class are Chevy's lightweight fire-breather, the Corvette Z06 ($70K) and Porsche's race car for the street, the purist's naturally aspirated rear-drive 911 GT3 ($115,700). For the record, the almost-affordable Ferrari F430 was eliminated because the GT3 outperforms it in all our standard handling tests-for $60,000 less.
All cars were tested in factory-spec condition on their original-equipment tires. Some will suggest we should've shod them all in identical rubber to eliminate tires as a variable, but a manufacturer's choice of tire is such an integral element of the chassis design, that swapping tires would muddy the results as much as setting all suspensions to the same alignment specifications. Tire pressures were adjusted to the factory settings for all evaluations except racetrack hot-lapping, for which all were increased by 5 psi.
So how does one define exemplary handling? Lay persons in the auto-scribbling business often dodge the question, essentially paraphrasing Justice Potter Stewart's Ohio obscenity-case commentary stating that they "know it when they feel it," and proffering a few test-track numbers as backup. But this exercise demands more rigor. The numbers that magazines typically generate on skidpads, slalom courses, lane changes, and even our figure eight quantify only a few constituent elements of vehicle dynamics like cornering, directional response, and transitional behavior. The broader term, "handling," encompasses myriad other vehicle qualities, many of which provide the driver feedback that helps maintain control and enhances the enjoyment of the experience.
These other elements are trickier to quantify, but, with some electronic doodads and a whole lot of ingenuity, many can be measured. Others can only be articulated qualitatively. To cover the spectrum of analysis as thoroughly as possible, we rented the vast airstrips at the retired El Toro National Guard base in Orange County, California, and put all 10 cars through an intense regimen of special test procedures conceived to tease out as much objective handling data as possible. We then drove hours north to Mazda Raceway at Laguna Seca, where we again instrumented the cars and sent them out with professional race driver Max Angelelli, who knows the track well enough to bring each car up to its full potential within a handful of laps and whose experience testing and tuning cars enables him to articulate a car's dynamic strengths and weaknesses. Finally, we put our own experienced editorial staff in the drivers' seats for hours of comparative driving on hilly, twisty, Central California wine-country roads and solicited their feedback.
In all three venues, the qualities we're seeking to evaluate include:
Ultimate grip and cornering power: The familiar skidpad g-force performance.
Transitional behavior: How the car behaves when turning the steering wheel, especially while accelerating or braking.
Path accuracy and directional stability: How well the car goes where it's pointed and how faithfully it tracks straight ahead.
Steering and brake feel: How well the controls convey what's happening where the rubber meets road.
Chassis composure and control: How confidently the suspension absorbs and reacts to bumps, dips, and changes in the road surface.
Cockpit ergonomics: Control positioning and function, and the seat comfort and support contribute to good car control.
So with that preamble, let's hit the tracks and the road in search of America's best-handling car.
A primer on how to get those feel-good chemicals pumping
Whip a car into a sweetly banked turn, zigzag through a necklace of S-bends, clip an apex, and cock the tail out a few degrees with the throttle. It's a good day, you muse, grinning. Feel-good endorphins fire-hosing your brain will tend to do that. There are few better sources of mood-enhancing chemicals than a great chassis performing the elaborate dance of vehicle dynamics.
What differentiates the automotive equivalent of Balanchine's choreography from Billy Ray Cyrus doing the cha-cha on "Dancing with the Stars" are subtle behaviors that aren't easy to discern subjectively. They need to be considered by objective instruments able to detect events scant hundredths of a second apart and sense minute accelerations and movements. And it takes time and patience, which is why we decamped for two days of elaborate vehicle testing that would spotlight each of our contestants' basest handling ingredients.
In the following pages we'll take a close, instrumented look at each of our best-handling gems, inspecting them facet by facet. On-center sensitivity? Step-steer time? Ride-quality analysis? Never heard of such things? Settle back and read on for a vehicle-dynamics meet-and-greet session that'll leave you on a first-name basis with the nitty-gritty of how cars handle. It's unlikely any automotive publication has ever covered a car with as many sensors and wires (often, we were recording 11 data channels at once) or has conducted as methodical a test regimen. When we left (in the dark) 25 hours later, we'd recorded 420 megabytes of data to sort through and tease-out meaning from. Consider the material on the next few pages in sequence, as we're approaching our understanding of each car in a building-block way. The goal? Move on to Laguna Seca with a firm grip on each car's basics.
1. On-Center Feel
In our REM-sleep fantasies, "handling" means one thing: flat-out, neck-bending, tire-marbling cornering. Ah, the smell of sizzling rubber and carbon black in the morning. But after we wake up, shower, dress, and get into our car, all this fantasy becomes just a teensy (and, let's be honest, maybe even a nonexistent) sliver of our real-world life behind the wheel. Most of our time is spent noodling along with the wheel at close to dead-center-a hand's width of steering-wheel-rim deflection either way being about all we need to traverse tens of miles of highway. On-center steering is the humble meat and potatoes of our relationship with handling. And that's exactly why the likes of BMW, Porsche, and Ferrari sweat over it.
While the controls of just about everything we operate require motion (wheel turning) and resistance (most authorities opine that resistance counts more), here we've measured the off-center sensitivity of each car's (easier to quantify) steering motion-each of our entries was steadied at 50 mph and then languidly steered left, then steered back to center, then steered right, back and forth, again and again. This isn't a violent reaction test. In fact, it's just the opposite-typical in the real world.
The results here are the degrees of steering angle needed to muster a subtle 0.1 g of lateral cornering, averaged from several of these slow off-center weaves. The "Starbucks Triple-Latte Sensitivity Award" in this test goes to the 911 GT3, but what's more notable is that this isn't the simple demonstration of steering ratio you might suppose it to be. Move the rim with your hands and compliances have to be taken up, stictions overcome, distortions developed in tires to produce the necessary slip angles. If steering ratio were all that mattered, how to explain then the GT3's sensitivity in view of its slow steering ratio-a lazy 17.1:1 just off center?
2. Skidpad
Cadillac's vehicle-dynamics icon Maurice Olley once remarked, "Don't let anyone persuade you that the skidpad tests don't mean anything. They mean pretty much everything if we just take the trouble to interpret them." Some 70 years after Cadillac began routine skidpadding, we still hold true to this fact.
Testing technology is permitting us to learn even more when orbiting those tiny circles. The popular automotive press-us-generally reports from skidpadding the peak lateral g, averaged from right and left cornering. It's a single number, but a popular one almost every car guy wants to know. However, for this extravaganza, we slapped on every gizmo in sight to aim for even greater insight.
Either the left or right direction's sequence of lapping started with a slow, walking-pace lap around the circle's circumference. Why? To record each car's "zero-speed" steering angle. Which is just what it sounds like: the amount of steer angle required for a particular turn radius when no tire slip whatsoever is occurring. That done, the speed is slowly built up, and, as it is, increasing amounts of steering usually have to be added to that original zero-speed angle to hold the path. We're measuring two things here: the relationship between steering angle and the car's rising lateral g along with its growing, steady-state understeer.
The concept of understeer is that straightforward-it's simply how much steering needs to be added (as speed rises) to the minimum required to creep along a corner's path. As an aside, neutral steer is when the chassis's own slip angle (really, that of its rear tires) inadvertently adds exactly enough yaw rotation slip that no additional steering is required. And steady-state oversteer occurs when the contribution of chassis slip angle is so large you have to reduce the zero-speed angle to hold course. (In reality, steady-state neutral and oversteer are virtually nonexistent; you need to toy with the throttle to provoke them.)
In the nearby plots, you'll notice characteristics of the steering angle versus lateral g curves. For instance, the slope of their initial rise defines a car's cornering stiffness (the steering's responsiveness during casual cornering once beyond its narrow on-center window). The straight portion is called-guess what?-the steering's linear range. How gracefully it then tapers to its lateral grip peak suggests how articulately it can telegraph the front tire's ultimate grip. Before the peak, however, we've additionally sampled each car's steering effort at 0.5 g (and, gads, does the unassisted Lotus need muscle to turn!). Done? Not on your life. On each car's flanks we mounted ride-height sensors in such a way that, as cornering rose, body roll angle could be documented as well. (None embarrassingly turtled-over, of course, but it's fun to see how roll angle correlates with ride quality, which we'll examine in more detail later on). A final dollop of insight came from a 0.75-inch-tall plastic cable strip fastened to the road transversely to the car's path (think of one of those industrial-grade cable enclosures you see laid across concrete floors). Each lap it sharply jolted the suspensions; a car might grip like a gecko on typical tarmac, but bumps like this are often tossed at us by the real world-and usually at the worst moments.
However, the joker in our skidpadding deck turned out not to be a bump, but a subtle layer of grime lurking on the surface (a common feature of sometimes breezy airstrips). While just about all the cars blithely traversed it, the 911 regarded it as an invisible banana peal, making its grip just erratic enough to let its brother, the Cayman S, modestly best it. How do you explain that at the Porsche dinner table? (Its only saving grace was barely nipping the Corvette Z06's solid 0.980 g.) When it did hook up, though, the 911 gripped big time: A dissection of the data demonstrates it periodically punished the pavement at nearly 1.2 g where the asphalt was unblemished. Wow.
3. Step-Steer
Think our highways are vehicular pinball games already? Try driving them without direction-ensuring stability. The trick here is in picking the right low dose of straight-line-stability to give a performance- car pumpkinseed-between-the-fingers maneuverability without pumpkinseed-between-the-fingers instability. How do we gauge such cornering reactions? Let's introduce the step-steer test.
While cruising along at a predetermined speed (here, 50 mph) you suddenly snap the wheel to a precise angle and time how long it takes for the car to assume some characteristic of steady-state cornering. The mechanics of doing this are straightforward: A couple of trial runs establish the steering angle needed to nail a desired cornering rate (in our case, 0.5 g), and a fabric strap pinched in the side-window jam provides a reliable steering-input limiter.
For this exercise, we picked a percentage of a car's final yaw (rotation) rate as our cue that each cornering mission was accomplished. It happens that other cues are sometimes chosen, too-a particular lateral-g level or even an angle of body roll, for instance. All of them are sequentially involved in the fast unfolding events of a car initiating a turn. When a steering wheel is twisted off center, the front wheel's angling against the road perturbs a toroidal twist in the tire that quickly evolves into lateral-force-producing slip angles at the front contact patches. That force directs the car's nose to head off laterally, creating the yaw (rotation) we're measuring here. Realize, however, that only after the car's chassis starts yawing (due to the front tires' lateral forces) do the rear tires begin contributing lateral forces of their own-the real mark of full-blown cornering. If yaw and lateral-g response times are measured, the former always occurs first; and every time you turn your car, these physics play out all over again.
4. Lane-Change/Swerve Stability
So far, we've been examining targeted aspects of handling in a sequence of progressively rising vehicle-dynamics complexity: moving the wheel just a bit to capture on-center sensitivity; cornering gradually faster around a circle; seeing what happens when you introduce a known, destabilizing steering jolt. All of these are "open-loop" tests: You do something to the car and let the data-logger watch what happens. Driver involvement is nil or minimal at best.
This next one, the lane change, is a clear "closed-loop test" and a different animal. Here we're introducing human judgment into the middle of things.
Regular readers might be scanning this page with raised eyebrows. Lane change? What, no slalom? Nope. For this outing we're taking a different route to explore the more real-world emergency-avoidance lane change (when a ball rolls into the street, for example). It's a test employed quite often in the auto industry.
There are a number of ways to bake this particular handling potato; for instance, you might enter the cones at an agreed upon speed. But that's just not us; we blistered through as fast as possible, partly because it better challenges each car's grip limit, and, well, it's a whole lot more fun that way.
Although we're showing in our results each car's average speed, in truth the numbers are secondary here (I can't believe I'm saying this). The international standard for this test (ISO 3888-1) actually admits as much, noting that goosing the throttle at the maneuver's end can give a powerful but middling-handling car a result that's highly scattered from the driver's savvy opinion. Even they recommend downplaying the numbers. Hence, so will we; confidence in a car matters a lot more than a fraction of a second in elapsed time. Test equipment doesn't sweat and palpitate. People do. So read the comments.
5. Ride Quality
Ride quality, we hear you thinking? What's that doing in the middle of a giant handling test? Telling "the rest of the story," as Paul Harvey famously quips. Ride and handling are among vehicle dynamics' central tug o' wars-move the rope closer to razor-edged handling, and the other end gets yanked that much away from ride-quality bliss. Or at least that used to be the case. Adjustable suspensions (at least, effective ones) have put some potential stretch in that old tug-o'-war rope, but until every ride-influencing component becomes equivalently adjustable (bushings and tires, for instance) consider the old tug-o'-war rope still unsevered.
Here, we offer you a spot check of electronically documented ride-quality measurement. Quantifying ride is a fun, repeatable exercise, rich in insight, and decidedly imperfect in its resemblance to human experience. Nevertheless, we can learn a lot from it. The setup we used here was to fit accelerometers beneath the driver's bum (er, nestled in a rubber pad) sensing vertical "bumps," with two more attached to the seat quantifying "pitch" and lateral "roll" vibrations. All three are sampled 100 times per second (100 Hz) and later projected into a frequency spectrum (think of your sound-system's jiggling bar graphs for a reference). And after being subjected to a weighting filter that approximates human perception of vibration, all three accelerometer results are ultimately summed into a final ride score according to a method prescribed by ISO 2631. With me? Alrighty then.
Below you'll find a few of the vertical g (rump-buster) frequency results: At the "bass end" of the spectrum is the springs' natural frequency (usually between 1.5 or 2.5 Hz). Higher up is the frequency at which the driver oscillates on the seat (the driver and seat amounting to a mini suspension system all its own), and next are the jitters of the wheel and tire packages, agitated by the tire's undamped sidewalls. Next time you're scorching down the road, see if you recognize these vibrations. Often you can.
With phase one of our analysis three-rounder complete, do we see a handling champ in the making? Not yet. But the 911 GT3 has bubbled to the top in nearly every test scenario, only faltering in our expectations around the skidpad (if you call second place a slip) and numerically in ride quality, where its last place showing wasn't subjectively bad enough to hobble it. The Porsche Maximus might the early leader by a nose, but the Cayman S, Lotus Exige, and Z06 will be nipping at its heels all the way to Laguna Seca.
Track Attack! Laguna Seca
Go, stop, toss, turn - to the max!
An empty road-racing course designed with a good smattering of corners-fast and slow, increasing and decreasing radius, uphill and down, on-camber and off-is an ideal place to assess a car's dynamic handling behavior, especially for a driver who's logged countless hours lapping the track. Max Angelelli knows every braking point, FIA curbed apex, and blind corner of Mazda Raceway at Laguna Seca, which frees up a lot more of his mental capacity to concentrate on assessing the car's behavior than might be available to mere auto-scribes with vastly less experience on this track. To facilitate meaningful comparisons, we ran Angelelli through the cars in ascending order of anticipated performance, starting with the front-drivers and ending with the fire-breathers.
Mazdaspeed3 GT
Best lap (min:sec): 1:50.375
73.0 mph avg
1.31g peak lateral acceleration
This hot hatch delivered better-than-expected traction that didn't degrade a bit over five hot laps. Angelelli reported being able to carry surprisingly high (for a front-driver) mid-corner speeds through the fastest turns, though he cautioned, "If you have to brake going into the corner late, you can go into an oversteer situation that's very hard to control." Thanks to the Mazda's neutral handling, its tires showed no shoulder or sidewall wear, and its seventh-place performance overall topped that of the S2000. Angelelli praised the light, direct steering, but felt more anti-lock activity than expected from the brakes.
Relative to the Mazda, the Civic's suspension struck Max as allowing more body roll while feeling stiffer on bumps and permitting more understeer. Its brakes also were noticeably less powerful, evincing fade by the end of the second lap. With less peak power and a somewhat "lazy" steering response, "everything is in slow motion, so you have a lot of time to react." Angelelli's recommended changes: "First, I would improve the traction by changing shocks, springs, or the diff, and then increase power for enjoyment." The right-front tire sidewall took a beating en route to a last-place finish here.
Mini Cooper S JC Works GP
ANGELELLI emerged from the Mini smiling. "This car makes me laugh, it's such a little sports car; a little racing car." Of the three front-drivers, it corners the flattest, exhibiting excellent traction and steering effort that builds naturally with cornering loads. Power is modest, but the gearing is perfect. Mini recommends identical tire pressures front and rear, but Angelelli would run a bit less in the rears to add bite and reduce oversteer in the fastest corners. The Mazdaspeed3 entered and left seven of the turns faster than the Mini, giving it a 1.4-second advantage, though the Mini sustained higher average gs in six turns.
Mitsubishi Evolution IX MR
ANGELELLI's hot-laps in the Evo were among the noisiest, and its Yokohama Advans came in showing shoulder wear front and rear. That's because it drifts like a rally car at the limit, even in "tarmac" mode. A quick steering ratio keeps countersteer flailing to a minimum, but Angelelli found himself correcting a lot in most corners. He offered high praise for the Evo's powerful brakes and stellar traction. "With four-wheel drive, going out of the last corner of the track you can really smash the throttle and take off like a champ." Indeed our MR entered the front straight fastest of all at 58.7 mph.
Best lap (MIN:SEC) : 1:50.738
Honda's F1-inspired engine and close-ratio gearbox obliged Angelelli's inclination toward gentle, controllable power-on oversteer exiting corners of varying speeds, and he appreciated the S2000's light, direct, intuitive steering and neutral demeanor. He found fault with the brakes, which faded badly enough to cut his run short by a lap, and with the chassis's overall rigidity, which trailed those of the closed cars. "Going into the corners you can feel a twist in the beginning, and then it settles to the end of the corner." He recommends softening the rear springs for track duty.
The 335i has a smoking habit on the racetrack. "This car needs a tighter rear diff. The inside wheel is just spinning." There's no mechanical limited-slip device offered on the 335i, as it's intended for road use, where electronic aids snuff out the smoke. Long-legged gearing is also autobahn-optimized, and Angelelli found this big coupe's general chassis feel a bit heavy and "lazy," with lots of body roll. Natural understeer transitions easily and safely to oversteer on demand, and its twin-turbo engine and powerful brakes helped Angelelli hustle it around to a sixth-place finish here.
Angelelli felt so at home in this one that he stayed out for an extra lap. "This is a proper sports car. It has the same handling, the same characteristics as the [Pontiac-Riley LMP] race car I'm usually driving." It is demanding, however. The steering is heavy, and the rear end breaks loose with little warning. "You need to use the steering wheel a lot-to turn in and then correct." The brakes are direct, powerful, and linear, though Angelelli prescribes a bit more rear bias. He'd also like to lower the rear spring rates for more grip and to add 100 horsepower.
Compared with the Lotus, the Cayman struck Angelelli as soft and refined, but he praised its balance and poise. "This one at the moment is the easiest [to drive], not the fastest-because of the weight, because of the power-but definitely the easiest and most enjoyable." Neutral in flat corners, it verged on oversteer in downhill turns and understeer in the uphill ones. He found the brakes indefatigable and the powerband appealingly broad, all of which contributes to smooth track work. As for improvements? "Maybe give it more power at the top end." Amen.
"The Porsche 911 GT3, to me, is perfect. I wouldn't change anything. I like the engine, the handling, the [ceramic] brakes. This is the car every race driver would like to have on the rack. It's neutral and has a wide powerband, the brakes are stable, it's well balanced, it has good traction. It's perfect." Angelelli also admitted that even with all his experience, he probably only probed 85 to 90 percent of this car's astounding limits, and he opined that its behavior probably becomes unpredictable at the limits-especially under power. When asked whether a Cayman with the same engine, brakes, and tires wouldn't be better still, he fretted about its less rigid chassis. We'd sure love the chance to try that option.
Chevrolet Corvette Z06
ANGELELLI saved the Z06 for last because prior experience suggested it would be a handful. "This one is definitely the most difficult to drive, because of the low rear grip and high power." He doubts tires are the only culprit. "The front seems soft and heavy, and the rear seems too stiff and very light. So when you go into all the corners, you have enormous oversteer. Off power, on power, on brake-everywhere." Angelelli also felt the chassis could use more torsional rigidity. He praised the steering and the limited-slip differential, however, and reckoned he'd love to take a Z06 out hunting Ferraris on the Italian autostrada, but for a twisty road-he'll choose the 911 or Exige.
Our fancy electronic equipment corroborated most of Angelelli's seat-of-the-pants impressions, adding some additional color commentary, shown in our multihued graphs. For example, the lowly Civic, which logged the slowest lap times proved to be remarkably well behaved. Angelelli called it neutral, tending to understeer at higher speeds, and indeed below 0.80 g, the chassis slip-angle chart shows it behaves as well as or better than the 911 GT3 in terms of going where it's pointed-albeit in slower motion. At the other end of the civility spectrum, Angelelli deemed the Corvette most difficult to drive, followed closely by the Exige S. Our gear suggests maybe his familiarity with mid-engine race cars might have colored his opinion here, as our gear identified the Lotus as twitchiest, wagging its tail with an average chassis-slip-angle change rate of 1.96 degrees per second, to the Z06's 1.76. He pronounced the Cayman the easiest of the faster cars to drive at Laguna, and indeed, though its tires generate less grip than the 911's, the chassis slip angle rises smoothly and predictably as cornering loads build, and the average rate of slip-angle change is just 1.45 degrees per second. The mighty-mite Mini is more adept at generating smiles than big track numbers, but its lateral-g and slip-angle traces are smooth and well behaved, suggesting there's no dark side to its cheerful tossability. The same can be said for the big, well-mannered BMW. Angelelli's ambivalent impressions of the Honda S2000 were backed up by disturbing electronic results. Not only did it rank eighth in lap time and seventh in average grip, it also displayed squirrelly behavior while doing so, as evidenced by its squiggly lateral-g traces and its third-highest slip-angle-rate figure (1.63 degrees/second).
Our pleasant surprise at Laguna was that the biggest number generator also managed to circle the track leaving no electronic trace of misbehavior. The 911 GT3 logged the quickest lap time, the highest-peak lateral grip, the least amount of chassis slip at nearly all levels of grip, the least degradation in grip at increasing speeds, and the lowest "scare-factor" in the group (rate of chassis-slip-angle change). Hence, we have little choice but to concur with Max Angelelli and crown the Porsche 911 GT3 as winner of the racetrack segment of our contest, followed closely by the Porsche Cayman S, Lotus Exige S, and Mitsubishi Evolution IX MR.
Road Loop
How was it out in the real world?
So enough of the "professional driver, closed course, kids: don't try this at home" stuff. What are these 10 MVPs like to drive on public roads paved with imperfect asphalt and populated by unpredictable cars, children, and animals lurking around unfamiliar corners? Clearly the parameters are way different when we're forced to share the road. The intensity of the driving experience is necessarily dialed back from what it is on a racetrack, but the sounds, smells, tingles, and twitches generated by a great car can bring abundant joy on a Sunday drive. It was our editors' task to quantify that joy.
When we reached our top-secret 15-mile driving loop, we distributed voting ballots that focused each driver's attention on seven areas of specific interest, with each rated on a scale of 1 to 5, 5 being best. The first three categories rated the steering systems on feel (1=uncommunicative, numb; 5=tells all about road's texture and grip), accuracy (1=imprecise, nonlinear, requires midcourse correction; 5=crisp, responsive, precise), and weighting (1=artificially light or heavy; 5=effort builds naturally with cornering force). Next we examined the overall chassis's composure (1=excessive body motions; 5=minimal pitch, roll, and float), response (1=delayed or nonlinear response to control inputs; 5=immediate, predictable response), and control (1=limits and limit-behavior unpredictable; 5=limits easily probed with confidence). We scrutinized cockpit ergonomics, awarding low scores to unsupportive seats or poorly placed controls and top marks to cars that fit us like a driving shoe. Finally, and perhaps most important, we ranked how much fun each car was to drive on a hilly, twisty, wine-country lane. It's interesting that the fun-to-drive rankings mirror the total finishing order almost perfectly. The spider-chart presents our averaged rankings at a glance, and our discussion here will start from the center and work outward along this web of handling excellence.
Perhaps the best thing about the Honda Civic Si's handling is that its limits of adhesion are low enough to be explored safely with ease, and indeed the chassis-control rating was its highest. The old saying about having more fun driving a slow car fast than a fast car slow might have elevated the Civic, but in this company, its slightly numb steering, nonlinear brake response, and underdamped suspension earned last-place marks in every category except cockpit ergonomics.
Our Corvette Z06's surprising ninth-place ranking owes much to its last-place chassis-control ranking. Quite simply, this car's surplus power and surfeit of rear grip overwork the stability control, the driver's nerves, or both, on public roads. Combine that with imprecise steering and a chassis that's easily upset in bumpy curves and pretty soon in a handling test, you're looking at a low ranking. Considering the rest of its impressive performance envelope, it's certainly a bargain supercar, but it turns out that handling isn't its longest suit.Compared with the Civic, the Mazdaspeed3 cranks everything up one noticeable notch. There's added grip for better turn-in, tighter chassis control, lots more power-and, yes, unwelcome torque steer. Efforts to mask the latter stifle steering-feel, which robs some of the joy of handling, though the helm remains nicely weighted and linear in its response. Drivers felt well bolted into the seat, too, awarding the Mazda fourth place in ergonomics. All reported being pleasantly surprised and entertained on these roads, but seven cars delivered more joy.Our Honda S2000 divided voters. Some praised its steering and chassis responses as accurate and precise, with little lost motion and superb overall control at the limits. Another camp-in which the campers all stand well over six feet tall-felt a lack of crispness and an artificial heft in the controls that robbed them of confidence in the car's limited handling capabilities. Clearly, fitting comfortably into its tidy cockpit is essential for deriving full pleasure from an S2000.
BMW's 3 Series has been a staff favorite for brisk country drives since its origin as the 1600/2002. Evolutionary gentrification of the breed improves compliance and comfort and adds a lag-free twin-turbo engine this year, but every logbook commentator lamented a loss of road feel from the base steering system. Our sport-package tester ranked second only to the Cayman in chassis control, however, and editor MacKenzie pronounced it "the best everyday real-world ride/handling compromise here," sealing a solid midpack finish, with only overt sports cars ranked ahead of it.
As a smile generator, the Mini Cooper S JCW GP is tough to beat. After all, it's a cartoon of a sports car. Everything is exaggerated for effect-acceleration, braking, cornering, and bumps in the road. There's almost no pitch or roll, ever, but a tall seating position and limited side bolstering had all voters hanging onto the wheel for dear life. Astute stability-control programming keeps the car on track with minimal intrusion, contributing to a third-place ranking in chassis control, fifth overall.
No car can truly be deemed idiot-proof (there'll always be a better idiot), but the Mitsubishi Evo comes mighty close. This nearly neutral, vice-free, high-limit chassis breaks away gently, sliding all four wheels on asphalt just as it does on gravel in rally duty. Add strong power and stronger brakes and a snug-fitting seat and cockpit, and the driver's confidence level increases accordingly. Even the steering manages to transmit more road-surface info than those in the front-drivers. It's a strong fourth-place finisher.
The Lotus Exige S was the only car to receive a unanimous 5.0 score-three, actually, for steering feel, accuracy, and chassis response. It goes to show what's possible when no concessions are made to comfort or civility. Every voter felt soldered directly into the control system of this car, praising every aspect but ride quality and the cockpit (ninth place). Many also admitted fear of misbehavior at the limits, which were too high to probe in public. This one's for purists only.
That leaves the two Porsches duking it out for top honors. At the outset of this exercise, the smart money was on the Cayman S. The two cars share an almost ideal cockpit layout (the 911 GT3's offers a bit more legroom), and both boast sublime steering and brake systems that communicate nearly as well as the Lotus's without beating the driver up as much. The Cayman's ideal mid-engine weight balance and more modest grip levels seemed sure to result in a more fun drive, enabling surefooted sliding that would be impossible with the GT3's Herculean grip. And indeed the Cayman's approachable, benign limits earned it first place in chassis control (the 911 ranked fifth). But it turns out that enormous rear tires with a tread compound that could wear out before the first oil change can indeed rewrite the laws of physics, erasing all predicted ill effects of the 911's inherent rear-weight imbalance. The GT3's 1.9-point margin of victory speaks volumes as to how civilized and livable the new adjustable suspension makes this car. It also hints at the degree to which we were impressed with its 415 linear and smoothly delivered horses and its ceramic brakes, which seem powerful enough to activate the airbags and yet are easily modulated, never grabby-even when stone cold. Confessed Caymanophile St. Antoine put it so: "Every virtue the Cayman demonstrates, the GT3 does just that much better." Editor MacKenzie concurs, adding, "This thing makes you feel like God and Schumacher, rolled into one." Amen, and joy to the world!
The Winner: Porsche 911 GT3
Put this critical number on your speed dial
Which is the best-handling car in the land? We've instrumented and tested 10 great cars, microanalyzing the vehicle dynamics of each. We've spent hours at the wheel assessing the nuanced feedback each car transmits to its driver. The logbook notes, interview tapes, and 420 megabytes' worth of objective test data agree: The clear winner is the Michelin-Porsche 911 GT3. We're augmenting the nomenclature here to acknowledge the immense contribution the Michelin Pilot Sport Cup tires make to the tail-heavy Porsche icon's handling. They're the closest thing to a full-on racing tire that is DOT-legal for street use. They're fair game because GT3s come from the factory with these tires, and we doubt that fitting conventional summer rubber would lower the GT3's performance to a second-place finish here. Conversely, a set of Cup tires probably wouldn't have enabled any of the competitors to outperform the GT3.
But we're nagged by the fact that the astonishing fair-weather grip generated by these new Michelins will degrade markedly when the short-lived gooey tread compound wears down, when temperatures fall, or when anyone so much as wet-sneezes on the pavement. If actual rain is falling, park this car or limp it home as though negotiating a blizzard in Buffalo.
Need a car that's not afraid of the rain? The other nine contenders are less weather sensitive, but the second-place finisher is less obvious. The Evo's excellent steering, approachable limits, and eagerness to slide earned it high praise as one of the easiest cars (and certainly the best sedan) in which to hustle, but it scored too few podium finishes. The visceral Lotus Exige entertained all drivers, finishing tops in step-steer response, second in the lane-change, and third at Laguna, but lost big points for its tricky limit behavior and dodgy ergonomics. And so the deft, sophisticated Cayman S earns our Miss Congeniality prize for nipping at the wild Lotus's heels at Laguna and in other transient maneuvers like the lane-change while out-scoring it handily in ride quality, slip-angle shenanigans, and on the public-road drive.
Of course, all these contenders are terrific handling cars, and any might respond well to some savvy chassis tinkering-just don't expect springs, shocks, or Cup tires to turn any of them into a GT3.


The Woodland Place Stock Farm has been a family farm since the early 1900s and while it no longer raises its prized shorthorn cattle, the farm still produces a commercial beef herd, wheat, sorghum, and with the restoration of the south barn into a sawmill and drying house - walnut and oak lumber. The owners successfully listed the property and the contributing structures on the National Register of Historic Places as well as the Kansas Register of Historic Places.
Around 2015, the owners applied for a "Let's Get Started Grant" offered through the Kansas Barn Alliance and received the award! The grant allowed them to bring a professional onsite to provide a building assessment to begin their restoration journey. With the assessment in hand, the owners proceeded to apply for a Heritage Trust Fund Grant which partially funded the project. Through the two grants, the barn was able to undergo an entire restoration process that witnessed a new concrete floor for the sawmill, a new roof overbuild to protect the aesthetic integrity of the spaced sheathing boards viewed from the interior, as well as new Heritage shingles and a coat of bright red paint!


My research involves the application of formal (i.e., mathematical and computational) techniques to theoretical and methodological problems within the areas of social network analysis, mathematical sociology, quantitative methodology, and human judgment and decision making. Currently, my work focuses on: the structure of spatially embedded large-scale interpersonal networks; models for informant accuracy, network inference, and graph comparison; graphical representations of life history data; and models for human behavior in strategic situations. I am also interested in social phenomena related to emergency situations, and am involved in research which seeks to combine social science and information technology to improve group and organizational responses to disasters and other adverse events. My teaching interests include social networks, the sociology of decision making, quantitative methodology, and computational methods.
Additional information regarding my research activities can be found at my research page, and at my lab web site (www.ncasd.org).
Butts, Carter T. (PI); Hipp, John (Co-PI); Nagle, Nicholas N. (Co-PI). (10/2008-9/2011). ``DHB: Large-scale Spatially Embedded Interpersonal Networks: Measurement, Modeling, and Dynamics.'' Grant #BCS-0827027, NSF BCS, Human Social Dynamics. $749,245.00.
Smyth, Padhraic (PI); Butts, Carter T. (Co-PI); Eppstein, David (Co-PI); Goodrich, Michael T. (Co-PI); Handcock, Mark S. (Co-PI); Hunter, David R. (Co-PI); Mount, David (Co-PI). (5/2008-5/2013). ``Scalable Methods for the Analysis of Network-based Data.'' Award #N00014-08-1-1015, ONR. $5,381,300.00.
Mendonca, David (PI); Butts, Carter T. (Co-PI); Webb, Gary (Co-PI). (10/2006-9/2009). ``Agents Of Change: Improvisation in Emergency Response: Linking Cognition, Behavior and Social Interaction.'' Grant #CMS-0624257, NSF CMS, Human Social Dynamics. $710,000.00.
Butts, Carter T. (PI). (2/2006-7/2007). "SGER: Collaborative Research: Mapping and Analyzing Emergent Multiorganizational Networks in the Hurricane Katrina Response. Grant #CHE-0555125, NSF. $69,372.00.
Mehrotra, Sharad (PI); Butts, Carter T. (Co-PI); Eguchi, Ronald (Co-PI); Venkatasubramanian, Nalini (Co-PI); and Winslett, Marianne (Co-PI). (10/2003-9/2009). "Collaborative Research: Responding to the Unexpected." Grant #IIS-0331707, NSF ITR. $8,957,651.00.
Carley, Kathleen M. (PI), and Butts, Carter T. (Co-PI). (4/2001). "Dissertation Improvement: Spatial Models of Large-Scale Interpersonal Networks." Grant #SES-0100999, NSF SBE, Sociology. $6,512.00.
Butts, Carter T. (PI). (6/2000). "Monte Carlo Methods for Simulating Large-Scale Interpersonal Networks." Research Proposal Award from the Center for Computational Analysis of Social and Organizational Systems, NSF IGERT "Integrated Graduate Education and Research Training in Computational Analysis of Social and Organizational Systems." $965.75.


Many people has asked me why do I want to have a blog and why do I write it in English. And, the most important thing… what about the blind cow?
Well, the blind cow story comes from a boring Catalan literature class while I was in school 2 or 3 years ago, while the teacher was reading a poem called La vaca cega, The Blind Cow in English. My perverted paranoid mind made up his own story, which doesn't refer at all at the original story actually. My blind cow is much different, my blind cow is a cow who tries to overcome his communication problem with the world, she is unable to use a way that other cows can use, which are images. She does it by trying to have a positive idea of the world. Anyway, the cow is blind.
I feel a bit ashamed about it, but… here it is.
I think that it´s a good idea, so go ahead a good luck.
You have all my support with your projects, you know!
Servo, nobody's going to remember it in a few time :P.


Old Alresford Place organise wedding events.
We are not aware of any wedding fairs currently organised by Old Alresford Place. If you know of a wedding fair we should feature then please tell us about it. Please bookmark this page to check back later.
Please contact organizer to exhibit.


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Q: Extract Property from Core Data in UITableViewCell Here is my doubt. I have a tableView which is populated by my Core Data. And each cell has a title, person, text, audio and photo. What I want is, when the user select a cell, I can present, for example the title, in a label on another view controller.
What I've been trying is to pass the info stored in the cell to a NSString, but I don't know how to extract and separate each of the parts (title, person, etc) so I can assign them properly. I already tried using substrings and comparing strings, but I couldn't do it
Just making it clearer:
Imagine a cell with a title "My Cell", a person "John Doe" and so on. When I click on it I want to get the title and set it on a label, same to the person and so on.
- (void)tableView:(nonnull UITableView *)tableView didSelectRowAtIndexPath:(nonnull NSIndexPath *)indexPath {
    UIStoryboard *storyboard = [UIStoryboard storyboardWithName:@"Main" bundle:[NSBundle mainBundle]];
    VoESmallThingViewController *voe = [storyboard instantiateViewControllerWithIdentifier:@"VoEView"];
    voe.self.smallThing = [self.memory objectAtIndex:indexPath.row];
    [self.navigationController pushViewController:voe animated:YES];
}

Although when I try to assign something like self.smallThing.title = self.personTextField.text;  doesn't work

redpajama_set_name: RedPajamaStackExchange


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11th Circuit vacates class certification in TCPA action against satellite TV provider
Courts Appellate Eleventh Circuit TCPA Class Action Class Certification
On November 15, the U.S. Court of Appeals for the Eleventh Circuit vacated the district court's certification order of a class action alleging a national satellite TV company violated the TCPA by contacting individuals who had previously asked to not be contacted. According to the opinion, a consumer filed a class action against the company alleging that the company failed to maintain an "internal do-not-call list," which allowed the company and its telemarketing service provider to contact him eighteen times after he repeatedly asked to not be contacted. The consumer sought certification "of all persons who received more than one telemarketing call from [the telemarketing service provider] on behalf of [the company] while it failed to maintain an internal do-not-call list." The district court certified the class and the company appealed.
On appeal, the 11th Circuit disagreed with the district court, concluding the court incorrectly determined that issues common to the class predominated over issues individual to each member. Specifically, the appellate court noted that the class consisted of unnamed class members who may not have asked the company to stop calling and therefore, would never have been on an internal do-not-call list, had one been properly maintained. Thus, these members were not injured by the company's failure to comply and their injuries are then "not fairly traceable to [the company's] alleged wrongful conduct," resulting in a lack of Article III standing to sue. The appellate court emphasized that recertification is still possible, but the district court would need to determine which of the class members made the request to not be contacted. However, if "few made [the] request[], or if it will be extraordinarily difficult to identify those who did, then the class would be overbroad" and individualized issues may "overwhelm issues common to the class."
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redpajama_set_name: RedPajamaCommonCrawl


The International Youth Fellowship (IYF) is a truly global society of students promoting youth, multiculturalism, and fellowship mainly through its overseas volunteer experience programme. Formed by world experts and based on Christian values, there are over 80 IYF branches internationally. Students from the IYF experience a wealth of growth at the intellectual and cultural level through it activities and engagement with world leaders and organisations. In many ways, it equips youth with leadership skills needed today.


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ПФК ЦСКА (София) не получава лиценз за евротурнирите за сезон 2008/09 от лицензионната комисия към БФС заради 254 000 лв. задължения към Вихрен (Сандански) и 937 000 лв. задължения към НАП. Хронология на скандала:

 На 17 януари 2008 на ПФК ЦСКА с куриерска поща е изпратен комплект документи с точни и ясни срокове за подаване на съответните документи, необходими за лицензирането на клуба.
 На 18 февруари 2008 Лицензионният мениджър на БФС напомня на клуба за първия срок за подаване на документи по: спортни, инфраструктурни, правни, административни и човешки ресурси е 29 февруари 2008 г.
 На 24 март 2008 Лицензионният мениджър на БФС изпраща на ПФК ЦСКА писмо с напомняне за втория срок за подаване на документи по финансови критерии, който изтича на 31 март 2008 г.
 На 9 април 2008 в БФС е получено писмо по електронен път от г-н Симон Патрик – служител в централата на УЕФА и отговорник по лицензирането. Той иска официално информация за футболните клубове Левски и ЦСКА по финансовите критерии. На 16 април 2008 документите са изпратени от БФС по електронен път.
 На 30 април 2008 с факс и писмо до ПФК ЦСКА са изпратени нередностите по финансовите критерии, който следва да бъдат отстранени от клуба със срок 10 април 2008 г. Нередностите са описани подробно в писмото, което е приложено към уведомлението.
 На 10 и 14 май 2008 ПФК ЦСКА предоставя на БФС необходимата според клуба информация.
 На 19 май 2008 е изготвен одиторски доклад на втори независим одитор за футболните клубове, които ще играят в турнирите на УЕФА. Той е направен с цел покриване на изискванията на финансовите критерии и във връзка със засиления интерес към тях от страна на УЕФА.
 На 21 май 2008 се провежда се заседание на Лицензионната комисия на БФС, на което присъства и изпълнителният директор на БФС Борислав Попов. На това заседание единодушно се взима решение ПФК ЦСКА да не получи лиценз за сезон 2008/09, поради неизпълнени критерии – спортни, инфраструктурни и финансови.
 На 28 май 2008 ПФК ЦСКА изпраща жалба срещу това решение като предоставя нови документи, включително и официално писмо от НАП с дата 18 април 2008 г. за наличие на задължения. В жалбата също така се посочва, че е уреден и друг финансов проблем, но не беше приложен договор за разсрочване или изплащане на дължимата сума. Този договор, както и официалното оттегляне на иска към клуба са представени в Лицензиращия орган на 2 юни 2008 г.
 На 30 май 2008 Апелативната комисия към системата за лицензиране потвърждава решението на Лицензионната комисия по отношение на ЦСКА – поради неизпълнение на финансови критерии. Решението е взето 2 дни по-рано от законовия срок в който ЦСКА имат право да представят документи за разсрочени и платени задължения. Лицензионната комисия лицензира стадион "Българска армия" за вътрешното първенство.
 На 2 юни 2008 ПФК ЦСКА представя договор за разсрочване или изплащане на дължимата сума и официалното оттегляне на иска към клуба в късна среща между Лицензионната комисия, президентът на БФС Борислав Михайлов и президентът на ЦСКА Александър Томо
 На 3 юни 2008 Лицензионната комисия на пресконференция официално оповестява, че отборът е изваден от европейските клубни турнири и е застрашен от изваждане от А група.
 На 5 юни 2008 президентът на ЦСКА Александър Томов подава оставка, а временно за президент е назначен Емил Костадинов; След среща с фенове и бивши спортисти на ЦСКА премиерът на България Сергей Станишев разпорежда ДАНС да започнат проверка за собствеността и задълженията в ЦСКА.
 На 10 юни 2008 ЦСКА получава писмо от НАП за изплащане на задълженията на отбора.
 На 14 юни 2008 се провежда протестен концерт организиран от централния фенклуб на ЦСКА.
 На 20 юни 2008 ЦСКА внася в БФС документите за получаване на лиценз. Извънредно заседание на изпълкома на БФС се насрочва за 24 юни 2008.
 На 24 юни 2008 Изпълкомът на БФС решава случаят "ЦСКА" да бъде върнат за преразглеждане в Лицензионната комисия.
 На 26 юни 2008 Лицензионната комисия издава лиценз на ЦСКА за новия сезон под условия които трябва да се изпълнят до 4 август 2008 г.
 На 18 юли 2008 Изпълкомът на БФС обявява, че стадион "Българска армия" не получава лиценз за новия сезон въпреки решението на Лицензионната комисия. Дадено е време до 1 август да се извършат нужните ремонти.
На 5 август 2008 Лицензионната комисия окончателно издава лиценз на ЦСКА за новия сезон.

Несъстоятелност, преструктуриране и търг за активите
На 16 октомври 2013 г. започва да се разглежда дело за обявяване в несъстоятелност на "Професионален футболен клуб ЦСКА" ЕАД гр. София по молба на фирма "Юнис" ООД заради неплатени ремонти по стазион "Българска армия" и базата в Панчарево

На 18 септември 2014 г. е даден ход на делото по същество, но на 6 октомври същата година е стопирано и е възобновено производството.

На 7 януари 2015 г. ЦСКА печели дело за обявяване в несъстоятелност заведено от друга фирма "Папаз холдинг"

На 14 май 2015 г. е възобновено производството по делото на фирма Юнис

В края на септември 2015 г. се гледа делото по несъстоятелност, а на 5 октомври съда излиза с решение, че клуба е в неплатежоспособност от 31 декември 2014 г. и назначава Радослав Тонев за временен синдик. На 4 октомври 2015 г. се провежда среща между Гриша Ганчев, известни фенове на ЦСКА и фенове от страната, като на срещата на стадион "Българска армия" присъстват около 4 – 5000 души. Представят се две идеи за спасение на ЦСКА – ново дружество да продължи на мястото на старото във В група или "купуване" на лиценз на друг отбор. Правната комисия на БФС отказва да приеме новото дружество за правоприемник на старото.

Радослав Тонев свиква Общо събрание на кредиторите на 22 октомври. Постоянен синдик не се избира сред трима кандидати и се назначава служебен от съда – Дора Милева.

На 26 май 2016 г. съдът обявява решението си, че дълговете на "ПФК ЦСКА" АД са 23 897 878,48 лева.

В края на юни 2016 г. са внесени два оздравителни плана за ПФК ЦСКА АД от ръководството на отбора и от Васил Божков. На 5 юли и двата плана са отхвърлени от СГС

Старото дружество на отбора "ПФК ЦСКА" АД преустановява дейност, а по-късно е и окончателно обявено в несъстоятелност на 9 септември 2016 г.

На 30 март 2017 г. е проведен търг за активите на ПФК ЦСКА АД, който обаче е провален от феновете на ЦСКА, които не допускат външи фирми до търга

На 30 май 2017 г. представителите на "Сектор Г", подкрепени от собствениците, печелят търга за активите на ПФК ЦСКА АД с оферта от 8 милиона лева.

На 11 октомври 2018 г. собствениците на ЦСКА Гриша Ганчев и Юлиан Инджов превеждат почти 8 млн. лева за придобиването на активите на ПФК ЦСКА АД по сметката определена от синдика на дружеството в несъстоятелност.

Плащането на активите а забавено заради дело на фирма Камеко заради земи които са включени от синдика Дора Милева в активите на ПФК ЦСКА АД. На 30 юли 2019 г. Камеко печели делото срещу ПФК ЦСКА АД (в несъстоятелност), с което земите се изкарват от активите

На 30 септември 2019 г. съдът възлага върху фирма Ред Енимълс ЕООД собствеността върху вещите и имуществените права като цяло, съставляващи масата на несъстоятелността на "Професионален футболен клуб ЦСКА" АД

Източници

История на ПФК ЦСКА (София)

redpajama_set_name: RedPajamaWikipedia


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HomeSmart LivingParenting
Raising a Troubled Child
By Ivanhoe Broadcast News on	 July 5, 2019 Parenting Smart Living
MIAMI, Fla. (Ivanhoe Newswire) — Sixteen million kids under the age of 18 have been diagnosed with a mental disorder or behavioral problem. Nothing can be more challenging for a parent than dealing with a child with severe emotional or behavioral problems. One mom is opening up about her experience with her son in the hopes of helping others with a troubled child.
Dawn Davies, author of Mothers of Sparta, knew there was something different about her youngest child.
Davies told Ivanhoe, "He really had trouble understanding spoken language… and he was really struggling all the time to make sense of what was going on around him."
His behavior was becoming more alarming as he got older, killing animals and then developing an obsession with online pornography.
"The nature of some of the stuff he was looking up would have sent him to prison", Davies said.
Her son was diagnosed with 'conduct disorder' characterized by aggressive behavior. Davies didn't know where to turn for help.
"Psychologists, psychiatrists, school administrators, school counselors", she listed.
No one offered any answers, but dawn refused to give up on her son.
"You can give up on a job, you can give up on friendships, but you can't give up on a child," Davies said.
She finally found psychotherapist Randee Kogan who told her she was not to blame.
"If I'm feeling shame about my children then other people are going to see me as shameful so that's something we want to stop," Kogan said.
She told dawn it was ok to set boundaries.
When her son turned 20, she moved him out of state to live with three roommates and a mentor who checks on him daily.
"You want them to have the skills that allow them to be successful in society," Davies said.
Her son has a job now and is doing much better but prefers to remain off camera. Davies wrote a book about her experiences called "Mothers of Sparta."
Kogan told Ivanhoe, "She is showing people there is hope and that you don't have to give up."
Letting other parents know they're not alone and don't have to suffer in silence.
Experts say conduct disorder can be caused by many factors including brain damage or trauma. Davies says her son suffered cyanotic episodes right after he was born, and she believes that may have contributed. She hopes her story will help other parents open up and seek help. For more information on dawn's story and children with conduct disorder go to www.dawndaviesbooks.com.
www.dawndaviesbooks.com
Sources: https://www.aacap.org/aacap/families_and_youth/resource_centers/conduct_disorder_resource_center/home.aspx
Contributor(s) to this news report include: Janna Ross, Producer; Judy Reich, Videographer and Dave Harrison, Editor.
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What would we do without Google or Bing?
The go-to sites are a part myself in the same way that my arms are parts of my body. I trust them, and go to them for most every question.
But what happens when they steer you wrong?
A search autocomplete tries to guess what you're thinking. Sometimes it works, sometimes it's horribly inaccurate.
Here are some of the more hilarious autocompletes you might experience as a landlord.
7. Where is cheap real estate investment property? // Where is chuck norris?


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Super Fan, Super K
By: Ruth L. Navarra
Nothing is impossible for a fan. Not even sending a surprise coffee truck for Korean actor Ji Chang-wook during the shooting of his drama "Melting Me Softly" which premiered on Sept. 28.
"We wanted to show our support and let him know that we are cheering him on in his comeback drama," said Anne dela Cruz, Ji Chang-wook Philippines (JCWPH) administrator. The local fan club sent churros and drinks for the actor and the staff working on the drama that day. They chose churros because it's the actor's favorite snack.
It took one-and-a-half months to raise the funds needed for the coffee truck.
Their initial target amount was P30,000. But through the generosity of its more than 1,000-strong active members and from merchandise proceeds, they were able to raise more than P80,000 for their first solo fan project in Korea.
The extra funds allowed them to get more food and drinks. They made sure that they offered the same choices for everyone because this was what Chang-wook wanted. He wanted everyone to be treated fairly and without discrimination.
JCWPH, through its administrators Dela Cruz, Angel Ibanez and Stephy Dolor, coordinated closely with the actor's Korean fan club, Day Rock. The Korean fan club arranged everything in Korea, including the sourcing of the coffee truck.
It was not the first time the local club worked closely with the Korean fan club. They supported Day Rock's cup sleeve event for the actor's birthday.
When the trend was the ordering of merchandise from Korea to the Philippines, JCWPH sent So In Love Bench perfume to Korea. This international friendship is all about supporting each other.
The sign above the coffee truck, a quote from the actor himself
The truck arrived on the set on Sept. 18. It had a banner that said, "Let's work through this lifetime together." This was to answer Chang-wook's letter to them before he entered the military in 2017. The actor wrote, "Ten years of my career feel like a fierce running. I feel happy and sometimes lonely on this road."
Dela Cruz said that they knew the actor would thank them for their effort.
What they didn't expect was that he wouldn't do it on the same day. They were told that he was extremely busy on the day the coffee truck arrived.
Their disappointment turned to excitement when Chang-wook finally posted about the truck in the afternoon of the following day. The actor posted on his Instagram stories the date the truck arrived. He wrote "Thanks" with heart emojis. But it was his second post that sent their fangirl hearts into overdrive. He shared the club's logo in his stories, too.
Some of the members of Ji Chang-wook Philippines
"The second post made some of us cry with happiness because he zoomed in on our logo. It meant that he knows us now. All the hardship that we went through to work on his fan club in the Philippines was worth it," Dela Cruz said.
JCWPH's next project is to donate to the Cancer Institute of the Philippine General Hospital for Ji Chang-wook's 11th debut anniversary.
Ji Chang-wook's fans celebrate his 12th debut…
Ji Chang-wook donates 100 million won to help…
Ji Chang-wook's fans celebrate his 12th debut anniversary by growing a forest
Ji Chang-wook thanks PH fan club for birthday gift
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5 Summer 2017 Palettes With Bombshell Color for UNDER $20 Each!
It's time for your summer slay. Popping color and beaming glow is in season and we are going to give you five palettes that won't break your bank. Save that coin for ice cream and margaritas on the beach.
The Take Me to Brazil Palette* by BH Cosmetics is so underrated but is definitely a jewel. This baby retails for $12.99 on BH Cosmetic's website, and can also be found on Amazon* for $19.99 with prime shipping. Below are a few swatches from the palette.
The Zulu Palette by Juvia's Place retails for $17.50 🙌🏾. ! Every once and a while, Juvia's Place gives free shipping, which is always magical. You can also save 10% using affiliate codes like "LISA" or "FUMI" and support these two dope bloggers of color. The Brown Girl Swatches blog doesn't have an affiliation with Juvia's Place, but I have made 4 purchases and personally LOVE the pigmentation and quality of their palettes. At 17.50, the Zulu Palette is most certainly a steal. I am definitely getting the ZULU once Juvia's Place brings free shipping back around. Check out the swatches by @Belle_Nior below.
The Ultimate Brights* palette by NYX Professional is only $17.99 at Target* and Ulta* stores. This palette has a full range of color that will have your summer makeup looking fun and flawless. I could not find any swatches on brown skin, so this is on my "to swatch" list. Let me know if you guys are interested in seeing swatches in the comments section of this post and I will bump up the urgency. I still managed to find swatches on fair skin which you can see below.
It's no secret that purple and brown mesh together beautifully! The L.A. Girl Ultra Eyeshadow collection has a nice range of purple shades that can help you achieve a nice royal blend of color.
The Ultra Eyeshadow Collection is on Amazon* for $6.49 as an add on item, or $7.51 here* if you do not want to meet the $25 minimum (both options have free shipping with prime). NOW THAT'S WHAT I'M TALKING ABOUT! The Beauty Brick eyeshadow collection retails on L.A. Girl for $10. You can also get this palette from Charolette Russe* for $10. This particular palette is not in my collection, but I do own the NUDES version of the Brick Eyeshadow collection. I can say the product has fallout, but at the price it truly is a steal. The pigmentation is very good, but I still recommend a primer. Below are swatches of the Ultra Eyeshadow Collection done by @Roxygirl_Makeup on Instagram.
L.A. Girl came through with another affordable palette. This palette is listed on Amazon* for $6.99 as an add on item, and also for $9.45 with prime shipping *. Roxygirl_Makeup came through again with bombshell swatches, which you can see below! Be sure to support her dope content on IG.
WHAT PALETTE WILL YOU BE PICKING UP THIS SUMMER?
This post does utilize affiliate links, meaning a small portion of your purchase is compensated to the blogger for referral. It DOES NOT impact your pricing, but it does support the blogger. All affiliate links are marked with an asterisk(*) for your knowledge.


To help you find the perfect waterproof work glove, we continuously put forth the effort to update and expand our list of recommendable waterproof work gloves. Our team collects, edits and publishes new information, in order to present it to you in an accurate, significant and neatly arranged way.
The waterproof work glove with the lowest price.
* Last update of prices was on 2019-04-25 09:18:13 via PA API. Prices or conditions may have changed in the meantime.
If you're looking into finding the best rated waterproof work glove, you should probable check out the Carhartt W.p. Insulated Glove. We looked at various sources of reviews and found this one to have the best mix between review count and average rating stars.
Often, going for the best price is a simple but good option. With a price of $7.86 (last checked on April 25, 2019), we do not list any other waterproof work gloves cheaper than the Wonder Grip WG318L Liquid-Proof Double-Coated/Dipped Natural Latex Rubber Gloves. Just remember that it's not always the best option to go for the cheapest one.
With at least 2230 reviews and counting, the Carhartt W.p. Insulated Glove might be another option to consider. This large amount of reviews signalizes that many people are using it, with most of them beeing satisfied.
It's quite rare that the saying "You get what you pay for" turns out incorrect. If you have the money on the sideline, feel free to choose the most expensive item from our list: The Youngstown Glove currently sells for $31.25.
If you trust us and our users, feel free to check out the Carhartt W.p. Insulated Glove. Our statistics say that it is the most favorite Waterproof Work Glove from the list above.
If you're still undecided, I would recommend that you go with the masses and choose the top selling waterproof work glove: The Wells Lamont s Wells Lamont Gloves for currently $8.99 on Amazon (last checked on April 25, 2019).
There are no reviews for Waterproof Work Gloves, yet.
New: our editorial list of additional articles. We decided to gather informartion all around the internet and present you a list of helpful, external links to interesting reads about Waterproof Work Gloves reviews, pros & cons and similar products.
This page about Waterproof Work Gloves was composed by V. Tobies and published by Alternative.me. It was last updated on April 25, 2019 and has been viewed 10 times.


Democracy is being chipped away in many countries across the world, according to a new study by Germany's Bertelsmann Foundation. The study, which looks at 129 developing nations, warns autocracies are on the rise.
The quality of democracy and market-economy systems in developing nations and emerging economies has dropped to its lowest level in 12 years, Germany's nonprofit Bertelsmann foundation said in its so-called Transformation Index 2018.
The report tracks the progress of 129 nations across the world in areas such as democracy, economy and governance.
Bertelsmann's researchers warn that democracy is "under pressure" and that repression and polarization within societies are on the rise.
"More and more people are living not only in less equal, but also in more repressive environments," the foundation says.
According to the foundation, some 3.3 billion people in the world currently live under autocratic regimes, while 4.2 billion live in democracies. In 2003, only 2.3 billion lived in nondemocratic countries. Also, the number of autocracies among the 129 nations probed in the report rose from 55 two years ago to 58 today.
The report also notes that the level of development dropped in 22 countries within the last 10 years, notably in Venezuela, India and South Africa.
Conflicts between various social groups have been on the rise "clearly and continuously" in recent years, according to the report. However, many governments are no longer offering solutions for the growing tensions in their respective societies.
Additionally, regimes in an increasing number of countries are undercutting institutions meant to provide checks and balances on their power, the researchers say.
However, "it is by no means just autocrats who have been tightening the screw of repression."
"Governments in democracies have also increasingly been trying to govern with a hard hand," the report said on Thursday.
Notably, the report points to nations such as Brazil, Turkey, and even the EU member Poland.
"Many rulers are trying to cement their leadership through repressive measures," said the head of the Bertelsmann Foundation Aart de Geus.
The reports emphasizes that democracies are much better in fighting corruption, ensuring equal opportunities, and providing a functioning market economy. According to the report, rulers in "defective democracies" such as Turkey and Hungary often pledge to fight corruption during election campaigns, but eventually fail to implement policies.
"Leaving aside the lip service, most autocrats think little of fighting corruption and abuse of power, and instead secure essential support by giving away official posts or public contracts," the report says. "The large majority of autocracies are not efficient or professional systems; they are generally characterized by corruption, kleptocracy and arbitrary decisions," the researchers added.
Every evening at 1930 UTC, DW's editors send out a selection of the day's hard news and quality feature journalism. You can sign up to receive it directly here.


The first question you need to ask is whether or not on any of the products or services have a negative income (after allocated fixed manufacturing costs). If so, the next question if whether or not eliminating/discontinuing those products or services will result in loss of profit. In other words, is any of your client's other income a result of carrying that product or service? Or is there some other product or service that can replace that income source and increase profitability? If so, then eliminate the product or service so that you can increase the overall profitability.
If the answer is "no," then you need to take a different approach. This approach involves assigning/allocating costs based on the ability to bear costs or some other equitable method. The goal for these methods is to keep the Board happy; so, the firm does not show any products or services that are losing money. In addition, these methods need to find another way to maximize profit by incentivizing the sales staff to sell certain products. Accomplish this by allocating overhead in such a way that each sales person's bonus or commission is tied to the products or services that maximize profit for the firm.
The most common approach used to allocate overhead (and joint costs) equitably is the relative sales value approach. It allocates overhead to products based on overall sales value. This approach works best in situations such as a full service hardware store that offers lumber, equipment and garden supplies. Chances are in a situation of that nature that the garden supply area would either break even or lose money if only based on its "cause and effect" share of overhead. Chances are that that department also contributes to the profitability of the other departments.
As a result, allocating the building overhead based on total revenues of each department would enhance the perceived profitability of the garden supplies department. Thus, your Board would be happy. Your CEO wouldn't constantly explain that overhead is an allocated fixed cost. All that matters is overall profitability. Over, and over, and over again.
In conclusion, allocating costs can do more than save taxes under full costing. Use this as an additional service you can offer your clients to help them maximize their profits.


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Bowbazar residents want to return for Arandhan
KMRC in two minds, say parts of Bowbazar still unsafe
By Kinsuk Basu in Bowbazar
Published 17.09.19, 3:42 AM
Updated 17.09.19, 9:28 AM
Men at work in Bowbazar on Monday. Picture by Bishwarup Dutta
Many of the Bowbazar residents who have been forced out of their homes because of subsidence triggered by East-West Metro work have sought permission to return home for Arandhan, a no-cooking ritual celebrated the day after Vishwakarma Puja.
People who participate in Arandhan offer food cooked the night before to Goddess Manasa.
Engineers of the Kolkata Metro Rail Corporation (KMRC), the implementing agency of East-West Metro, are not sure whether the residents could be allowed to return home for the ritual.
"Large parts of the area hit by subsidence are still too dangerous," an engineer said.
"We will be happy to see at least some families return home, but not at the cost of their lives," said a senior KMRC official.
A machine that was boring a tunnel of East-West Metro had run into a giant aquifer on August 31. Water from the aquifer entered the tunnel, causing subsidence and damaging many houses. More than 650 people had to be evacuated.
Somnath Banerjee, a resident of Gaur De Lane who is now staying at a hotel nearby with his family, said staying away from home on Arandhan would mean a break from a decades-old tradition for women.
"We have been performing the ritual for years," he said.
"We have requested the KMRC authorities to allow us to re-enter our homes so that the food to be offered can be cooked overnight on September 17."
The food cooked overnight is offered cold the day after to the deity.
Arandhan — Ranna Puja to some — involves cleaning the kitchen and offering food to Manasa. It's a kind of thanksgiving to the serpent goddess after the rainy season. It's also a chance to clean up the kitchen and larder ahead of the festive season.
The roots of the custom can be traced to incidents of snakes entering village homes when the ponds would overflow during the monsoon.
The cleaning of the house ensures that it is freed of all pests and snakes. At villages, where food is still cooked on clay overs, a new oven is made on the occasion.
"Among the items cooked on the occasion, ilish (hilsa) is a must," said Banerjee.
"Water is added to rice to make paanta, which is offered to the deity usually with five types of fried vegetables, five varieties of curries, pulses and coconut."
Pratap Das, another resident of Gaur De Lane, said: "Women holed up in hotels and lodges are keen to return home and perform the ritual."
Ritual or not, September 17 remains crucial for the displaced people of Bowbazar.
On September 14, a day after some of those evacuated were to return home, KMRC had sent them letters saying the return had been delayed by four days.
"We thought we would be back on September 13. The deadline was suddenly extended. Hopefully, they will allow us to return home on September 17," said Adhik Rao Bhavar, owner of Rahul Gold and Silver Refinery, on Gaur De Lane.
Bowbazar
Arandhan
Kolkata Metro Rail Corporation (KMRC)


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New research shows more teens are using contraception
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Colleen Crittenden-Murray
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In the 1990s, the high prevalence of teen pregnancy in America compelled elected officials and community leaders to increase access to and information about contraception. Since then, the US birth rate among females age 15-19 has declined by 72%. Despite the progress, the declines have been disproportionate, and birth rates among Hispanic and Black teens are still almost double that of their white peers.
Equally concerning is the data from a recent survey from the Centers for Disease Control and Prevention (CDC) regarding the inconsistent use of contraception among high school youth. According to the survey, 23.2% of Black youth and 12.8% of Hispanic youth did not use any form of birth control to prevent an unplanned pregnancy the last time they had sex. In contrast, only 6.8% of white youth reported not using any form of contraception. It is alarming to see disparities in the use of contraception among Hispanic and Black youth who are sexually active.
Substantial research supports the notion that increased access to and consistent use of contraception has helped to contribute to historic declines in teen birth rates. Despite these increases, as a result of the administration's domestic gag rule, more than 900 clinics have been forced to leave the Title X Family Planning Program, which is responsible for providing free or low-cost contraception and related services to people most in need. Moreover, in the US more than 19 million women of reproductive age in need of publicly funded contraception live in contraceptive deserts, which are counties without reasonable access to the full range of contraceptive methods.
The current administration's efforts to limit access to contraception has only served to exacerbate the lack of access those who need it most. We recognize the most recent CDC data further underscores the need to improve access to and information about contraceptive usage among all youth. We will continue our work to ensure that all young people have access to accurate and comprehensive high-quality sex education in order to make informed decisions around all aspects of sexual relationships. Increasing such access to resources will help ensure that all young people have the power to decide if, when, and under what circumstances to get pregnant and have a child.
Talking Is Power
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The exquisitely handcrafted Yellowstone picnic basket was designed with romance in mind.
The Yellowstone is made of willow with premium leatherette accents and fully-lined with durable pine green PE (polyethylene).
Deluxe picnic service for two includes: 2 plates (melamine, 9", Nouveau Grapes design), 2 (18/0) stainless steel forks, knives and spoons, 2 handblown wine glasses (8 oz.), 2 napkins (100% cotton, 14 x 14", Nouveau Grapes), 1 food storage container (plastic), 1 tablecloth (100% cotton, 44 x 44", Nouveau Grapes design), 1 stainless steel waiter-style corkscrew, 1 hardwood cutting board (6 x 6"), and 1 stainless steel cheese knife with wooden handle.
It's ideal for any gift-giving occasion!


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home » JIS News » Housing
More Persons Owning Homes Through the NHT
Photo: JIS Photographer
Prime Minister Portia Simpson Miller shares a light moment with Mr. Easton Douglas, Chairman, NHT and Mrs. Cecile Watson, Managing Director, NHT at the launch of the National Housing Trust's 2013/2014 Best Schemes competition held at Angels Grove Estate in St. Catherine on Thursday, January 31. The Prime Minister said that the competition, now in its 20th year, is an important initiative that plays a vital role in encouraging the development of model communities all over Jamaica. It is open to all 132 of NHT's built schemes and encourages communities to showcase what they have achieved in the areas of culture, health, education, environmental awareness, governance and entrepreneurship.
There are certain basic essentials that every person needs to exist comfortably, and one of them is a place to live.
Some people have been able to achieve this without much difficulty, but there are many persons in society who, because of their income, are unable to purchase a home.
This was recognised by the Government in the 1970s, so the National Housing Trust (NHT) was established, with the core mandate of providing houses that middle and lower income workers can afford to purchase.
Thousands of Jamaicans have been able to purchase their own homes since then through the NHT, with the agency providing tens of thousands of housing solutions across every parish.
The latest initiative undertaken by the NHT, in collaboration with Food for the Poor, to provide housing solutions for low income families, is the project in Hampden, Trelawny, where serviced lots and First Step Homes were handed over to workers in the sugar industry, recently.
Minister of Transport, Works and Housing, Dr. the Hon. Omar Davies, who addressed the ceremony, described the occasion as one worthy of celebration.
"In any situation where working people are able to achieve one of their foremost goals in life – access to a housing unit – this must be something we celebrate. A housing unit provides the basis for stability of the family," the Minister said.
Dr. Davies explained that the Government is addressing the issue of the thousands of working class people who are contributing to the NHT and not being able to reap a benefit for several reasons, emphasizing that the Trust was specifically established with the objective of addressing the housing needs of persons at the lower end of the social and economic bracket. He said the NHT will be returning to its core function under the present administration.
"The objective of the NHT wasn't to sit on a pile of money, but to use that pile of money to provide people with houses," the Minister argued.
The project at Hampden is one of several innovative strategies being pursued by the Trust to achieve its mandate. This was done through the Sugar Workers Housing Programme (SWHP), established in 2000, through a Memorandum of Understanding (MoU) among the NHT, several trade unions and the Sugar Producers Federation, comprising several sugar estates.
Under the programme, the NHT acts as developer/provider of development finance and mortgages; the sugar estates donate unencumbered suitable lands for the housing solutions, while the trade unions are responsible for sensitizing the workers about the benefits within the programme and how to access them.
To date the NHT has developed over 2,300 lots and 459 studio units at a cost of approximately $4.4 billion on eight sites across the island, under the SWHP.
The Hampden First Step Homes, although under the SWHP, also involves other government agencies and Food For The Poor, and is the first set of these houses to be provided under the programme.
This resulted from the announcement made by Prime Minister the Most. Hon. Portia Simpson Miller in her 2012 Budget Debate presentation.
In that address, the Prime Minister stated that the Government, through the NHT and other housing agencies, will collaborate with Food For The Poor to produce 600 units per year for five years, for low income NHT contributors.
While presenting certificates of possession to beneficiaries at Hampden Heights the Prime Minister explained that the First Step programme is aimed at accelerating the building of start-up homes.
"This is one of the several government initiatives to help transform the lives of Jamaicans who have not been able to take advantage of home ownership opportunities in the past," she said, adding that the initiative is being developed as part of the Jamaica Emergency Employment Programme (JEEP).
She said that the deep seated desire for home ownership remains a dominant thread in Jamaica's history among the people, and cited the social benefits which were attached to land ownership in the days immediately following emancipation. "Property ownership has always brought with it a certain level of recognition," the Prime Minister said.
Mrs. Simpson Miller emphasized that owning a home carries with it important advantages, including peace of mind, investment possibilities and family stability. She said that the provision of home solutions for those at the lower end of the income ladder not only transforms lives, but also whole communities.
She called on the NHT to be more aggressive in the construction of houses for low-income workers and young professionals. She said that the Government is committed to giving priority to housing projects, particularly for low-income earners.
Meanwhile, beneficiary at the Hampden Heights project, Allan Dunkley, told JIS News that he is overwhelmed at receiving his title for a lot on that scheme, which is a fulfillment of one of his dreams.
"This will help me, because I never had any land for myself, and I am glad that it has come to pass for me to own a piece of land and a house for myself," he said.
Sybil Hines, another beneficiary, was thankful for the opportunity to own her own home. She said that it will not only be beneficial to all the recipients, but to the parish as a whole.
For Sandra Brown, of Bounty Hall, owning her home will mean upward social mobility for herself and her family.