Automotive Quotes

The Santa Monica Freeway is traditionally the scene of every form of automotive folly known to man. It is not white and well-bred like the San Diego, nor as treacherously engineered as the Pasadena, nor quite as ghetto-suicidal as the Harbor. No, one hesitates to say it, but the Santa Monica is a freeway for freaks.

[A Bugatti Veyron is] quite the most stunning piece of automotive engineering ever created....At a stroke then, the Veyron has rendered everything I’ve ever said about any other car obsolete. It’s rewritten the rule book, moved the goalposts and in the process, given Mother Nature a bloody nose.

When we first talked about the touch-screen, the guys came back and said, ‘There’s nothing like that in the automotive supply chain,’” Musk said. “I said, ‘I know. That’s because it’s never been put in a fucking car before.

You either commit yourself as a professional racing driver that's designed to win races or you come second or you come third or fifth and am not design to come third, fourth or fifth, I race to win.

He backed into a spot, scrutinizing his automotive neighbors, assessing their desire and aptitude for opening their doors into the side of his car. "We're at an illegal black market and you're worried about some Honda opening their door into you?" His brother's Declanisms never ceased to amaze Ronan; just when he felt he had reached peak Declan, he always dug deep and found another gear. "Not that Honda--they keep it clean.

He’d started the company to put a dent in the automotive industry and force people to rethink electric cars.

When you realize that the Volkswagen sign-and-drive “event” is code for “we’re making the experience of buying a car slightly less miserable than usual,” you’ll start to appreciate just how low the automotive industry has sunk.

In 2012, Google, for example, generated a profit of nearly $14 billion while employing fewer than 38,000 people.9 Contrast that with the automotive industry. At peak employment in 1979, General Motors alone had nearly 840,000 workers but earned only about $11 billion—20 percent less than what Google raked in. And, yes, that’s after adjusting for inflation.

Prudence was waiting for us when we arrived, and I saw her visibly wince as I pulled the Fiesta into the parking space beside her Lexus, like an automotive version of Lady in the Tramp.

he could still never accept the way each owner, each shadow, filed in only to exchange a dented, malfunctioning version of himself for another, just as futureless, automotive projection of somebody else’s life. As if it were the most natural thing. To Mucho it was horrible. Endless, convoluted incest.

My grandfather's short employ at the Ford Motor Company marked the only time any Stephanides has ever worked in the automotive industry. Instead of cars, we could become manufacturers of hamburger platters and Greek salads, industrialists of spanakopita and grilled cheese sandwiches, technocrats of rice pudding and banana cream pie. Our assembly line was the grill; our heavy machinery, the soda fountain.

Quality sells itself. No hype needed.

Down the five ill-disposed wings of Nesfield University, vaulted, machine-carved, echoing and damp, surged conflicting columns of adolescent humanity, a rout of jostling automotive sponges hurried from pool to pool of a knowledge codified, timetabled and approved.

profit of nearly $14 billion while employing fewer than 38,000 people.9 Contrast that with the automotive industry. At peak employment in 1979, General Motors alone had nearly 840,000 workers but earned only about $11 billion—20 percent less than what Google raked in. And, yes, that’s after adjusting

There are countries in which the communal provision of housing, transport, education and health care is so inferior that inhabitants will naturally seek to escape involvement with the masses by barricading themselves behind solid walls. The desire for high status is never stronger than in situations where 'ordinary' life fails to answer a median need for dignity or comfort. Then there are communities—far fewer in number and typically imbued with a strong (often Protestant) Christian heritage—whose public realms exude respect in their principles and architecture, and whose citizens are therefore under less compulsion to retreat into a private domain. Indeed, we may find that some of our ambitions for personal glory fade when the public spaces and facilities to which we enjoy access are themselves glorious to behold; in such a context, ordinary citizenship may come to seem an adequate goal. In Switzerland's largest city, for instance, the need to own a car in order to avoid sharing a bus or train with strangers loses some of the urgency it has in Los Angeles or London, thanks to Zurich's superlative train network, which is clean, safe, warm and edifying in its punctuality and technical prowess. There is little reason to travel in an automotive cocoon when, for a fare of only a few francs, an efficient, stately tramway will provide transport from point A to point B at a level of comfort an emperor might have envied. One insight to be drawn from Christianity and applied to communal ethics is that, insofar as we can recover a sense of the preciousness of every human being and, even more important, legislate for spaces and manner that embody such a reverence in their makeup, then the notion of the ordinary will shed its darker associations, and, correspondingly, the desires to triumph and to be insulated will weaken, to the psychological benefit of all.

During the late 1910s and early ’20s, immigrant workers at the Ford automotive plant in Dearborn, Michigan, were given free, compulsory “Americanization” classes. In addition to English lessons, there were lectures on work habits, personal hygiene, and table manners. The first sentence they memorized was “I am a good American.

Tell the Truth. Make it Special. Life’s a Beach. And then you Drown. Good Ideas cost no more than Bad Ones.

example, in airline and automotive emergencies, should an AI copilot defer to a human? Or the other way around?

Among males, conflict resolution requires a rapid return to the basics, preferably sports or automotive mechanics.

If this wasn’t automotive foreplay, what was?

War has become our national industry, like automotives and steel and the railroads once were.

His car, he envisioned, would be almost completely recyclable, the death of one car giving birth to part of another in an endless cycle, a concept known as “cradle-to-grave sustainability.

[...] most American cities have been designed or redesigned principally around the assumption of universal automotive use, resulting in obligatory car ownership, typically one per adult—starting at age sixteen. In these cities, and in most of our nation, the car is no longer an instrument of freedom, but rather a bulky, expensive, and dangerous prosthetic device, a prerequisite to viable citizenship.

Doc went automotively groping in this weirdness east on Olympic, trying not to flinch at what came popping up out of the gloom in the way of city buses and pedestrians in altered states of consciousness.

During the late 1910s and early ’20s, immigrant workers at the Ford automotive plant in Dearborn, Michigan, were given free, compulsory “Americanization” classes. In addition to English lessons, there were lectures on work habits, personal hygiene, and table manners. The first sentence they memorized was “I am a good American.” During their graduation ceremony they gathered next to a gigantic wooden pot, which their teachers stirred with ten-foot ladles. The students walked through a door into the pot, wearing traditional costumes from their countries of origin and singing songs in their native languages. A few minutes later, the door in the pot opened, and the students walked out again, wearing suits and ties, waving American flags, and singing “The Star-Spangled Banner.

Howard Coffin, president of the Society of Automotive Engineers, declared, “Twentieth-century war demands that the blood of the soldier must be mingled with three to five parts of the sweat of the men in the factories, mills, mines, and fields of the nation in arms”—

Musk had never run a car factory before and was considered arrogant and amateurish by Detroit. Yet, one year after the Model S went on sale, Tesla had posted a profit, hit $562 million in quarterly revenue, raised its sales forecast, and become as valuable as Mazda Motor. Elon Musk had built the automotive equivalent of the iPhone.

Ford convinced the American public to believe in gasoline cars. And then Ford became Ford, and America became America.

The swamp smell that arose was outrageous amid the genteel mansions of the automotive families and the green elevated paddle tennis courts and the graduation parties held under illuminated tents. Debutantes cried over the misfortune of coming out in a season everyone would remember for its bad smell. The O'Connors. however, came up with ingenious solution of making the theme of their daughter Alice's debutante party "Asphyxiation".

If I may be permitted to liken America to the human body, then I think it is fair to say that California is its face, New York is its brain and Texas is its heart. If you wanna know what makes America tick, get your ten-gallon hat on, and get yourself to Texas.

In the early 1980s, two American scientists, Thomas McMahon and John Tyler Bonner, looked at nearly 40 engines of all kinds (automotive, air, marine) whose power and weight ranged, respectively, from about 330 watts to 21 megawatts and from 135 grams to 102.3 tons, and found that their maximum power output scaled at nearly the same rate as engine mass.32 A recent study of four-stroke car engines, including Ford, Honda, Kawasaki, and Subaru designs, confirmed this scaling by finding that their peak power output scales with 0.95th power of the engine size.

We decided to attend to our community instead of asking our community to attend the church.” His staff started showing up at local community events such as sports contests and town hall meetings. They entered a float in the local Christmas parade. They rented a football field and inaugurated a Free Movie Night on summer Fridays, complete with popcorn machines and a giant screen. They opened a burger joint, which soon became a hangout for local youth; it gives free meals to those who can’t afford to pay. When they found out how difficult it was for immigrants to get a driver’s license, they formed a drivers school and set their fees at half the going rate. My own church in Colorado started a ministry called Hands of the Carpenter, recruiting volunteers to do painting, carpentry, and house repairs for widows and single mothers. Soon they learned of another need and opened Hands Automotive to offer free oil changes, inspections, and car washes to the same constituency. They fund the work by charging normal rates to those who can afford it. I heard from a church in Minneapolis that monitors parking meters. Volunteers patrol the streets, add money to the meters with expired time, and put cards on the windshields that read, “Your meter looked hungry so we fed it. If we can help you in any other way, please give us a call.” In Cincinnati, college students sign up every Christmas to wrap presents at a local mall — ​no charge. “People just could not understand why I would want to wrap their presents,” one wrote me. “I tell them, ‘We just want to show God’s love in a practical way.’ ” In one of the boldest ventures in creative grace, a pastor started a community called Miracle Village in which half the residents are registered sex offenders. Florida’s state laws require sex offenders to live more than a thousand feet from a school, day care center, park, or playground, and some municipalities have lengthened the distance to half a mile and added swimming pools, bus stops, and libraries to the list. As a result, sex offenders, one of the most despised categories of criminals, are pushed out of cities and have few places to live. A pastor named Dick Witherow opened Miracle Village as part of his Matthew 25 Ministries. Staff members closely supervise the residents, many of them on parole, and conduct services in the church at the heart of Miracle Village. The ministry also provides anger-management and Bible study classes.

Had anyone from Detroit stopped by Tesla Motors at this point, they would have ended up in hysterics. The sum total of the company’s automotive expertise was that a couple of the guys at Tesla really liked cars and another one had created a series of science fair projects based on technology that the automotive industry considered ridiculous. What’s more, the founding team had no intention of turning to Detroit for advice on how to build a car company. No, Tesla would do what every other Silicon Valley start-up had done before it, which was hire a bunch of young, hungry engineers and figure things out as they went along.

Beauty is the first recognition of truth, great or small; Ugliness is the villain counter-posed to eradicate the internalization and eternalization of truth." "Lonely individuals have the most fulfilling conversations upon the mutual recognition of pathos in one another’s eyes." "Rules are the first weapon of cowards, fascists, and dullards. The cunning and anarchists and steadfast use the rules only as a last resort. After reason, logic, bribery, creativity, pleas for decency, and empathy--rules are all that before one must quietly plan an disproportionate response (like automotive sabotage or murder made to look like an accident.

In order to find and eliminate a Constraint, Goldratt proposes the “Five Focusing Steps,” a method you can use to improve the Throughput of any System: 1. Identification: examining the system to find the limiting factor. If your automotive assembly line is constantly waiting on engines in order to proceed, engines are your Constraint. 2. Exploitation: ensuring that the resources related to the Constraint aren’t wasted. If the employees responsible for making engines are also building windshields, or stop building engines during lunchtime, exploiting the Constraint would be having the engine employees spend 100 percent of their available time and energy producing engines, and having them work in shifts so breaks can be taken without slowing down production. 3. Subordination: redesigning the entire system to support the Constraint. Let’s assume you’ve done everything you can to get the most out of the engine production system, but you’re still behind. Subordination would be rearranging the factory so everything needed to build the engine is close at hand, instead of requiring certain materials to come from the other end of the factory. Other subsystems may have to move or lose resources, but that’s not a huge deal, since they’re not the Constraint. 4. Elevation: permanently increasing the capacity of the Constraint. In the case of the factory, elevation would be buying another engine-making machine and hiring more workers to operate it. Elevation is very effective, but it’s expensive—you don’t want to spend millions on more equipment if you don’t have to. That’s why Exploitation and Subordination come first: you can often alleviate a Constraint quickly, without resorting to spending more money. 5. Reevaluation: after making a change, reevaluating the system to see where the Constraint is located. Inertia is your enemy: don’t assume engines will always be the Constraint: once you make a few Changes, the limiting factor might become windshields. In that case, it doesn’t make sense to continue focusing on increasing engine production—the system won’t improve until windshields become the focus of improvement. The “Five Focusing Steps” are very similar to Iteration Velocity—the more quickly you move through this process and the more cycles you complete, the more your system’s Throughput will improve.

Other known alternatives included vapor-phase cracked refinery liquids, benzene blends, and gasoline from naphthenic crudes (containing little or no wax). Why did GM, well aware of these realities, decide not only to pursue just the TEL route but also to claim (despite its own correct understanding) that there were no available alternatives: “So far as we know at the present time, tetraethyl lead is the only material available which can bring about these results”? Several factors help to explain the choice. The ethanol route would have required a mass-scale development of a new industry dedicated to an automotive fuel additive that could not be controlled by GM. Moreover, as already noted, the preferable option, producing ethanol from cellulosic waste (crop residues, wood) rather than from food crops, was too expensive to be practical.

It’s worth pausing for a moment to meditate on what Tesla had accomplished. Musk had set out to make an electric car that did not suffer from any compromises. He did that. Then, using a form of entrepreneurial judo, he upended the decades of criticisms against electric cars. The Model S was not just the best electric car; it was best car, period, and the car people desired. America had not seen a successful car company since Chrysler emerged in 1925. Silicon Valley had done little of note in the automotive industry. Musk had never run a car factory before and was considered arrogant and amateurish by Detroit. Yet, one year after the Model S went on sale, Tesla had posted a profit, hit $562 million in quarterly revenue, raised its sales forecast, and become as valuable as Mazda Motor. Elon Musk had built the automotive equivalent of the iPhone. And car executives in Detroit, Japan, and Germany had only their crappy ads to watch as they pondered how such a thing had occurred.

There are tiny mites living in our eyelashes. Hal Roach was a famous director who used to hire drunk and insane people to generate creative ideas. To attract female goats, Billy goats urinate on their own heads. Jewish people do not eat pork. Khazaria was a medieval Turkic kingdom that adopted Judaism as its official religion; it was the only non-Semitic state to become Jewish after Israel. The largest economy in the United States is California. More deer are killed by drivers than by hunters. The automotive center of the world is in Detroit. If the earth were ever to stop spinning, all the oceans would flow to the north and south poles. Around 16 to 20 percent of the terms searched on Google are said to have been never searched before. Bamboo can grow 35 inches per day making it the fastest growing woody plant in the world. The heaviest insect found on the earth is ‘Giant Weta’. It weighs more than a pound and is found in New Zealand. The CIA is expected to release the JFK assassination records to the public no later than 10/26/2017.

products.” The Global Positioning System (GPS) uses spread spectrum. So does the U.S. military’s $41 billion MILSATCOM satellite communications network. Wireless local area networks (wLANs) use spread spectrum, as do wireless cash registers, bar-code readers, restaurant menu pads, and home control systems. So does Qualcomm’s Omni-TRACS mobile information system for commercial trucking fleets. So do unmanned aerial vehicles (UAVs), electronic automotive subsystems, aerial and maritime mobile broadband, wireless access points, digital watermarking, and much more. A study done for Microsoft in 2009 estimated the minimum economic value of spread-spectrum Wi-Fi in homes and hospitals and RFID tags in clothing retail outlets in the U.S. as $16–$37 billion per year. These uses, the study notes, “only account for 15% of the total projected market for unlicensed [spectrum] chipsets in 2014, and therefore significantly underestimates the total value being generated in unlicensed usage over this time period.” A market of which 15 percent is $25 billion would be a $166 billion market.

Fifteen of his clubs, dedicated to politics, music, and the performing arts, had all been developing strategic plans for the past two years. And the local branches of various societies--whose goals were to advance aviation, knowledge of chemistry, automotive transportation, equestrian sports, highway construction, as well as the prompt eradication of ethnic chauvinism--existed only in the sick imagination of the local union committee. As for the school of continuing education, of which Sardinevich was especially proud, it was constantly reorganizing itself, which, as anybody knows, means it wasn't undertaking any useful activity whatsoever. If Sardinevich were an honest man, he would probably have admitted that all these activities were essentially a mirage. But the local union committee used this mirage to concoct its reports, so at the next level up nobody doubted the existence of all those musico-political clubs. At that level, the school of continuing education was imagined as a large stone building filled with desks, where perky teachers draw graphs that show the rise of unemployment in the United States on their chalkboards, while mustachioed students develop political consciousness right in front of your eyes.

But Ford’s experiment in paying a livable wage worked. He later described the pay hike as the best cost-cutting move he ever made. Turnover shrank, slashing training costs, and absenteeism decreased as productivity increased—the expectation from managers was that the increased wages deserved increased speed on the line. Wall Street investors and fellow automakers initially excoriated Ford for his wage scheme, but other carmakers eventually followed suit, propelled by Ford’s massive leaps in production while reducing his per-unit costs. A Model T that cost $850 in 1908, on par with cars sold by the new Cadillac company, dropped to $290 by 1920, helping make Ford one of the world’s wealthiest men. And the high wages made Detroit a magnet. Nondecennial surveys by the Census Bureau chart the impact. In 1909, Detroit had 81,000 wage earners who made $43 million working for 2,036 establishments that cranked out $253 million worth of products. In 1914, after Ford’s $5 day began, the same number of establishments employed nearly 100,000 people who made $69 million while producing $400 million worth of goods. In 1919, with World War I raging and the $5 day in full force across the automotive industry, 2,176 establishments were employing 167,000 people, who made $245 million as they produced $1.2 billion worth of goods. In short, the ranks of industrial workers more than doubled, and their wages and the value of the products they made nearly quintupled. Detroit’s ancillary businesses, from clothing stores to restaurants, thrived.

The Mississippi is surrounded by a vast network of concealed plumbing that underlies the whole of the American Midwest. As for the great river at the heart of this maze, it is now for all intents and purposes a man-made artifact. Every inch of its course from its headwaters to its delta is regulated by synthetic means—by locks and dams and artificial lakes, revetments and spillways and control structures, chevrons and wing dams and bendway weirs. The resulting edifice can barely be called a river at all, in any traditional sense. The Mississippi has been dredged, and walled in, and reshaped, and fixed; it has been turned into a gigantic navigation canal, or the world’s largest industrial sewer. It hasn’t run wild as a river does in nature for more than a hundred years. Its waters are notoriously foul. In the nineteenth century, the Mississippi was well known for its murkiness and filth, but today it swirls with all the effluvia of the modern age. There’s the storm runoff, thick with the glistening sheen of automotive waste. The drainage from the enormous mechanized farms of the heartland, and from millions of suburban lawns, is rich with pesticides and fertilizers like atrazine, alachlor, cyanazine, and metolachlor. A ceaseless drizzle comes from the chemical plants along the riverbanks that manufacture neoprene, polychloroprene, and an assortment of other refrigerants and performance elastomers. And then there are the waste products of steel mills, of sulfuric acid regeneration facilities, and of the refineries that produce gasoline, fuel oil, asphalt, propane, propylene, isobutane, kerosene, and coke. The Mississippi is one of the busiest industrial corridors in the world.

I am assured that this is a true story. A man calls up his computer helpline complaining that the cupholder on his personal computer has snapped off, and he wants to know how to get it fixed. “Cupholder?” says the computer helpline person, puzzled. “I’m sorry, sir, but I’m confused. Did you buy this cupholder at a computer show or receive it as a special promotion?” “No, it came as part of the standard equipment on my computer.” “But our computers don’t come with cupholders.” “Well, pardon me, friend, but they do,” says the man a little hotly. “I’m looking at mine right now. You push a button on the base of the unit and it slides right out.” The man, it transpired, had been using the CD drawer on his computer to hold his coffee cup. I bring this up here by way of introducing our topic this week: cupholders. Cupholders are taking over the world. It would be almost impossible to exaggerate the importance of cupholders in automotive circles these days. The New York Times recently ran a long article in which it tested a dozen family cars. It rated each of them for ten important features, among them engine size, trunk space, handling, quality of suspension, and, yes, number of cupholders. A car dealer acquaintance of ours tells us that they are one of the first things people remark on, ask about, or play with when they come to look at a car. People buy cars on the basis of cupholders. Nearly all car advertisements note the number of cupholders prominently in the text. Some cars, like the newest model of the Dodge Caravan, come with as many as seventeen cupholders. The largest Caravan holds seven passengers. Now you don’t have to be a nuclear physicist, or even wide awake, to work out that that is 2.43 cupholders per passenger. Why, you may reasonably wonder, would each passenger in a vehicle need 2.43 cupholders? Good question. Americans, it is true, consume positively staggering volumes of fluids. One of our local gas stations, I am reliably informed, sells a flavored confection called a Slurpee in containers up to 60 ounces in size. But even if every member of the family had a Slurpee and a personal bottle of

Yet at least he had believed in the cars. Maybe to excess: how could he not, seeing people poorer than him come in, Negro, Mexican, cracker, a parade seven days a week, bringing the most godawful of trade-ins: motorized, metal extensions of themselves, of their families and what their whole lives must be like, out there so naked for anybody, a stranger like himself, to look at, frame cockeyed, rusty underneath, fender repainted in a shade just off enough to depress the value, if not Mucho himself, inside smelling hopelessly of children, supermarket booze, two, sometimes three generations of cigarette smokers, or only of dust and when the cars were swept out you had to look at the actual residue of these lives, and there was no way of telling what things had been truly refused (when so little he supposed came by that out of fear most of it had to be taken and kept) and what had simply (perhaps tragically) been lost: clipped coupons promising savings of .05 or .10, trading stamps, pink flyers advertising specials at the markets, butts, tooth-shy combs, help-wanted ads, Yellow Pages torn from the phone book, rags of old underwear or dresses that already were period costumes, for wiping your own breath off the inside of a windshield with so you could see whatever it was, a movie, a woman or car you coveted, a cop who might pull you over just for drill, all the bits and pieces coated uniformly, like a salad of despair, in a gray dressing of ash, condensed exhaust, dust, body wastesit made him sick to look, but he had to look. If it had been an outright junkyard, probably he could have stuck things out, made a career: the violence that had caused each wreck being infrequent enough, far enough away from him, to be miraculous, as each death, up till the moment of our own, is miraculous. But the endless rituals of trade-in, week after week, never got as far as violence or blood, and so were too plausible for the impressionable Mucho to take for long. Even if enough exposure to the unvarying gray sickness had somehow managed to immunize him, he could still never accept the way each owner, each shadow, filed in only to exchange a dented, malfunctioning version of himself for another, just as futureless, automotive projection of somebody else's life. As if it were the most natural thing. To Mucho it was horrible. Endless, convoluted incest.

To this day, I am still not sure what it was about Chip Gaines that made me give him a second chance--because, basically, our first date was over before it even started. I was working at my father’s Firestone automotive shop the day we first met. I’d worked as my dad’s office manager through my years at Baylor University and was perfectly happy working there afterward while I tried to figure out what I really wanted to do with my life. The smell of tires, metal, and grease--that place was like a second home to me, and the guys in the shop were all like my big brothers. On this particular afternoon, they all started teasing me. “You should go out to the lobby, Jo. There’s a hot guy out there. Go talk to him!” they said. “No,” I said. “Stop it! I’m not doing that.” I was all of twenty-three, and I wasn’t exactly outgoing. She was a bit awkward--no doubt about that. I hadn’t dated all that much, and I’d never had a serious relationship--nothing that lasted longer than a month or two. I’d always been an introvert and still am (believe it or not). I was also very picky, and I just wasn’t the type of girl who struck up conversations with guys I didn’t know. I was honestly comfortable being single; I didn’t think that much of it. “Who is this guy, anyway?” I asked, since they all seemed to know him for some reason. “Oh, they call him Hot John,” someone said, laughing. Hot John? There was no way I was going out in that lobby to strike up a conversation with some guy called Hot John. But the guys wouldn’t let up, so I finally said, “Fine.” I gathered up a few things from my desk (in case I needed a backup plan) and rounded the corner into the lobby. I quickly realized that Hot John was pretty good-looking. He’d obviously just finished a workout--he was dressed head-to-toe in cycling gear and was just standing there, innocently waiting on someone from the back. I tried to think about what I might say to strike up a conversation when I got close enough and quickly settled on the obvious topic: cycling. But just as that thought raced through my head, he looked up from his magazine and smiled right at me. Crap, I thought. I completely lost my nerve. I kept on walking right past him and out the lobby’s front door. When I reached the safety of my dad’s outdoor waiting area, I realized just how bad I’d needed the fresh air. I sat on a chair a few down from another customer and immediately started laughing at myself. Did I really just do that?

Automotive Technician Training in Las Vegas at ATI If you love cars, and want to make a career out of working on them, then you are in luck: Automotive Technicians are in high demand! There are more cars on the road today than ever before, and all of those vehicles require regular maintenance as well as occasional repairs. Experienced, qualified Automotive Technicians have the important responsibility of keeping vehicles in good working condition.

We would even make the point one step further: a great product without marketing can’t hold a candle to a good one with great marketing. Does Starbucks really have the best coffee? Is Red Bull really the best energy drink? Is Apple really the best at innovation? Now think about the brands you know and love. Food, leisure, automotive, sports, business technology, whatever. Are they amazing products that you admire and use? How did you learn about them? What drew you to them? Build a great product and share your vision of what it can be with the world. Then use marketing to create a connection between your customer (and audiences) and your organization so that people can find, interact with, and buy your amazing product.

The new mobility would create major dislocations. A shift from “mobility as a product” to “mobility as a service” would result in a significant drop in new car purchases by individuals. What would grow instead would be fleet purchases. Since the cars would be used not 5 percent of the time, but 70 or 80 percent of the time, the numbers of fleet sales would not compensate for the lost personal sales. The traditional automotive supply chains, involving thousands of companies around the world, could be disrupted not by trade wars but by innovation and technology, including robotics and 3D manufacturing.

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Dean Bithell started auto detailing over 21 years ago & quickly fell in love with the art of creating a showroom quality on any vehicle. After a few years, his passion turned into a full-time automotive detailing business servicing cars, trucks, SUVS, & more. With being his true passion, Dean is constantly improving his impressive skills with each new evolving technology such as recent ceramic coatings. Waxes are dead, a Ceramic coating creates a hydrophobic protective layer for up to 7 years.

When Martin analyzed the data—every transaction using a Canadian Tire credit card from the prior year—he discovered that what customers purchased was a remarkably precise predictor of their subsequent payment behavior when used in conjunction with traditional tools like income and credit history. A New York Times Magazine article entitled “What Does Your Credit Card Company Know about You?” described some of Martin’s most intriguing findings: “People who bought cheap, generic automotive oil were much more likely to miss a credit-card payment than someone who got the expensive, name-brand stuff. People who bought carbon-monoxide monitors for their homes or those little felt pads that stop chair legs from scratching the floor almost never missed payments. Anyone who purchased a chrome-skull car accessory or a ‘Mega Thruster Exhaust System’ was pretty likely to miss paying his bill eventually.

Wealth is being in possession of one of God’s living creations. Because of this, new creations are constantly being produced, so you can never run out. Being rich is being in possession of many of God’s dead creations. You can run out of these because they can’t be replaced. Do you know that being rich is only being rich in art or creations? The rich have access to great artists’ work. This work is usually priced at the highest cost. They have the best designers, best architects, best automotive engineers, etc. When artists are great creators of a thing, and in possession of their work, people often say that they look rich. No. The rich look like us. They have access to our God given talents; and God is the biggest creator of us all.

To enable this strategy, Cisco employs metrics that seek out instances in which the same capability is provided across multiple industry verticals—health care or the automotive business, for example. That is a sign that the platform is missing important features that should be part of the next round of continuous platform innovation.

Comparison to older manufacturing technologies makes this clear. Detroit was content to make trivial product design changes at three-year intervals, but the electronics industry routinely expected order of magnitude advances in the same time. (To keep pace, Detroit would have had to increase automobile gas mileage from 8 miles per gallon in 1970 to 80,000,000 miles per gallon in 1979. Instead, Detroit went from 8 to 16 miles per gallon during that time, further evidence of the coming demise of the automotive industry as the center of the American economy.

Improving road safety is not merely a matter of reducing fatalities; it is an integral aspect of achieving broader sustainable development goals. As the global community strives towards creating safer and more inclusive societies, road safety must occupy a central place in policy discussions. This involves not only addressing immediate challenges but also fostering a culture of responsible driving, improving emergency response capabilities, and implementing sustainable urban planning practices.

As the world navigates the complex crossroads of urbanization, technology, and societal needs, ensuring the safety of road users must be a shared responsibility, transcending borders and economic divides.

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A stock that Raskob liked was General Motors. Hearing in 1913 that GM founder William C. Durant found himself in financial difficulties that forced him to borrow $15 million from banks, Raskob decided that GM was a good buy. He soon became bullish on GM in particular and the automotive business in general, and he induced Pierre du Pont to invest heavily in GM stock.

Ryan Steck Canton's full names are Ryan Lee Steck. He is a 45-year-old male who has worked in the automotive industry his whole life. (If you continue to think they way you've always thought, you'll continue to get what you've always got.)

Jeremy George Lake Charles Corvette Industry The Detroit metro automotive industry is indeed a significant part of the overall GSP (including vehicle production) of Michigan's economy and serves as an important hub for manufacturing, R & D, incubation, research and manufacturing. Jeremy George Lake Charles Automobile production accounts for more than 60% of total employment in Michigan, far higher than any other state. Michigan is the leading nation in terms of manufacturing jobs and the percentage of total employment in automobile production. In 1929, before the Great Depression, there were 32,028,500 cars in use worldwide, and the US automobile industry produced about 1,200,000 of them. Ford has done a lot to broaden the sales base of cars and create an industry for cars and automotive products. Jeremy George Lake Charles Two years later, GM, Ford, and Chrysler made profits, created jobs, invested and invested in research and development, and in developing new technologies.

This happened to me!” Bethari Syamsudin, an Indonesian manager working for the multinational automotive supplier Valeo, told me. “My boss is German, but my team is all Indonesian. In my culture, if we have a strong relationship and come to a spoken agreement, that is enough for me. So if you get off the phone and send me an e-mail recapping in writing everything we have just decided, that would be a clear sign to me that you don’t trust me.

WHAT IS POWDER BED FUSION Powder Bed Fusion (PBF) stands as a notable Additive Manufacturing (AM) technique, characterized by its layer-by-layer approach to creating objects. With its potential applications across automotive, aerospace, energy sectors, and household appliances, PBF represents a pivotal future manufacturing method. Alongside PBF, other AM methods like Laminated Object Manufacturing, Direct Energy Deposition, Stereolithography (SLA), and Solid Ground Curing (SGC) contribute to the diverse landscape of additive manufacturing. This overview will focus on the mechanics of the PBF process, particularly highlighting Direct Metal Laser Deposition (DMLS), Selective Laser Sintering (SLS), Selective Laser Melting (SLM), Electron Beam Melting (EBM), and Selective Heat Sintering (SHS). In these techniques, a layer of powder is spread onto a platform, often referred to as the build platform. While SLS, SLM, and DMLS employ lasers as the primary heat source, EBM utilizes an electron beam. SHS, on the other hand, employs a heated thermal head for sintering plastic powders. Among these methods, SLS, DMLS, and SHS are powder-sintering processes, whereas SLM and EBM are powder-melting processes.

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Twenty-one stories below, constipated traffic worked its way through the infamous Angeleno congestion, automotive peristalsis encouraged by horns and expletives.

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Tesla Motors was created to accelerate the advent of sustainable transport. If we clear a path to the creation of compelling electric vehicles, but then lay intellectual property landmines behind us to inhibit others, we are acting in a manner contrary to that goal. Tesla will not initiate patent lawsuits against anyone who, in good faith, wants to use our technology. When I started out with my first company, Zip2, I thought patents were a good thing and worked hard to obtain them. And maybe they were good long ago, but too often these days they serve merely to stifle progress, entrench the positions of giant corporations and enrich those in the legal profession, rather than the actual inventors. After Zip2, when I realized that receiving a patent really just meant that you bought a lottery ticket to a lawsuit, I avoided them whenever possible. At Tesla, however, we felt compelled to create patents out of concern that the big car companies would copy our technology and then use their massive manufacturing, sales and marketing power to overwhelm Tesla. We couldn’t have been more wrong. The unfortunate reality is the opposite: electric car programs (or programs for any vehicle that doesn’t burn hydrocarbons) at the major manufacturers are small to non-existent, constituting an average of far less than 1% of their total vehicle sales. Given that annual new vehicle production is approaching 100 million per year and the global fleet is approximately 2 billion cars, it is impossible for Tesla to build electric cars fast enough to address the carbon crisis. By the same token, it means the market is enormous. Our true competition is not the small trickle of non-Tesla electric cars being produced, but rather the enormous flood of gasoline cars pouring out of the world’s factories every day. We believe that Tesla, other companies making electric cars, and the world would all benefit from a common, rapidly-evolving technology platform. Technology leadership is not defined by patents, which history has repeatedly shown to be small protection indeed against a determined competitor, but rather by the ability of a company to attract and motivate the world’s most talented engineers. We believe that applying the open source philosophy to our patents will strengthen rather than diminish Tesla’s position in this regard.[431]

One thing I don’t see here today is customers. Luxury-car sales are “more lifestyle than automotive,” Christiansen explains. The vehicles follow the money. His team will cosponsor events with private jet manufacturers and fractional ownership services such as NetJets and XOJET, or with San Francisco’s St. Francis Yacht Club, to expose affluent people to vehicles “they don’t even know they want yet.” Customers wander in from time to time, of course. Rocker Sammy Hagar, a Ferrari collector who sold his Cabo Wabo tequila brand to Campari for $91 million, has been known to stop by the sister dealership in San Francisco “in flip-flops, torn shorts, ratted hair, and a T-shirt. You wouldn’t think the guy has two dimes to rub together if you didn’t know who he was,” Christiansen says. Another guy showed up at the Walnut Creek lot dressed like a plumber and configured a $260,000 Bentley. He was, in fact, a plumber—one who owned a thriving plumbing business. He’d arrived in another Bentley, now on consignment.

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Tesla How a New Kind of Company Made Electric Cars Cool, and Remade the Automotive and Energy Industries By Charles Morris

Daniel Russman’s career in the automotive industry is marked by his progression from Saleen Canada to his current role at Pfaff Automotive Partners.

If it had been an outright junkyard, probably he could have stuck things out, made a career: the violence that had caused each wreck being infrequent enough, far enough away from him, to be miraculous, as each death, up till the final moment of our own, is miraculous. But the endless rituals of trade-in, week after week, never got as far as violence or blood, and so were too plausible for the impressionable Mucho to take for long. Even if enough exposure to the unvarying grey sickness had somehow managed to immunize him, he could still never accept the way each owner, each shadow, filed in only to exchange a dented, malfunctioning version of himself for another, just as futureless, automotive projection of somebody else's life. As if it were the most natural thing. To Mucho it was horrible. Endless, convoluted incest.

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The Morgan Motor Company, established in 1909, epitomises British automotive craftsmanship. Their vehicles are a harmonious blend of tradition and innovation, embodying a legacy passed down through generations. Each car is meticulously handcrafted in Malvern, UK, ensuring a unique driving experience for enthusiasts worldwide. With a focus on quality and individuality, Morgan cars are cherished by their owners as much for their timeless design as for their exhilarating performance on the road. Under the stewardship of the Morgan family, supported by Investindustrial, the company continues to thrive, remaining true to its heritage while embracing advancements in technology. With an unwavering commitment to excellence, Morgan Motor Company stands as a symbol of British ingenuity and passion for the open road.

1951 FirePower? In a White Paper presented to the Society of Automotive Engineers (SAE) dated March 1952, Chrysler Vice-President Director of Engineering and Research James Zeder summed it up nicely: “The power of an engine should be based on physique, not stimulants.

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My late mother knew absolutely nothing about cars, but had an eagle eye for people.* It would have been interesting to set her the task of buying ten cars based on her instincts about the people selling them, while at the same time tasking ten automotive engineers with acquiring ten cars at auction. I’m confident the cars my mother bought would have been every bit as reliable as the cars chosen by the engineers, perhaps more so.

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Building stuff was an ethical act, a way to become more fully human.

The world is made of stuff and that stuff behaves in certain predictable ways; if you master the rules, you master the stuff.

Like most cars, the Honda Fit and Nissan LEAF have two windshield wipers.  In the LEAF, they’re about the same size.  In the Fit, one wiper is the size of that tree in California you can drive under, while the other is about as long a golf course pencil.  Why is this important?  Because as a professional automotive journalist, I have deemed it so.  Isn’t that enough?  Advantage: LEAF.

Next time a car ad appears on your television, pause for a moment and really listen to what’s being said. When you realize that the Volkswagen sign-and-drive “event” is code for “we’re making the experience of buying a car slightly less miserable than usual,” you’ll start to appreciate just how low the automotive industry has sunk. In

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They landed in a field with a light dusting of snow. “Middle of nowhere?” Elysia said, looking around. “Interesting choice.” “No waaaay!” Thrilled, Ferbus broke from the group and started running toward a series of objects on the horizon. Driggs snickered. “This should be fun.” As they got closer to Ferbus’s shouts of glee, the forms that had made no sense at a distance began to take shape into something that made even less sense: stacks of old automobiles, seemingly dropped from space but arranged in an undeniable pattern. “Carhenge!” Ferbus jubilantly danced through the pillars, taking it all in. “Man, you hear about it, you dream about the day you might get to see it, but it’s even better than I imagined!” Elysia blinked. “What is Carhenge?” “Don’t you get it?” said Ferbus, the grin still on his face. “It’s like Stonehenge.” He pointed. “But with cars.” The Juniors stared at him. Bang coughed. “Well,” said Uncle Mort after a moment, “as riveting as”—he consulted his atlas—“rural Nebraska is, it’s probably best that we keep moving.” Ferbus’s face fell. “But the gift shop.” Uncle Mort rubbed his temples. “Tell you what, next time we’re being chased by a murderous criminal, I’ll try to schedule in a little more time for sightseeing.” He formed the Juniors back into a circle. “Let’s not assign a designated driver this time. We’ll scythe, and whoever thinks of something first, somewhere farther east—that’s where we’ll go. Ready?” *** This time around they were greeted by the stoic faces of George Washington, Thomas Jefferson, Theodore Roosevelt, and Abraham Lincoln, all wearing caps of snow. “Ooh, Mount Rushmore,” Ferbus said bitterly. “Because dead presidents are so much more fascinating than the subtle, delicate art of automotive sculpture.” “East!” Uncle Mort said, exasperated. “Not north!

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ladies’ clothing aisle—strategically located just past the automotive section—where Avery and Madeline selected some of the ugliest shorts and T-shirts Nicole had ever seen.

Musk has taken industries like aerospace and automotive that America seemed to have given up on and recast them as something new and fantastic.

The original KDF-wagen as it was called was basic and rudimentary, but essentially the same as the later post war production cars that followed. Features of this vehicle included cable operated brakes (!!) and a tiny 800cc flat four motor with a single exhaust, 16 inch tires and the KDF twin glove compartment (without lids) dash. Oh, and last but not least – probably the most famous and sought-after rear window in automotive history!

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If you go back to a century ago, the major problems of electrical and mechanical engineering had to do with how to place a huge gun on a moving platform, namely a ship, designing it to be able to hit a moving object, another ship, so naval gunnery. That was the most advanced problem in metallurgy, electrical and mechanical engineering, and so on. England and Germany put huge efforts into it, the United States less so. Out of associated innovations comes the automotive industry.

Electricity has just two disadvantages: it is difficult to store cheaply, and it can be transmitted easily only on high-voltage lines, above the ground and visible. Automotive lead-acid storage batteries are as cheap as mass production and the cost of materials will allow, yet their cost for storing an hour's worth of energy coming off the power line is over two thousand times as much as the utility company charges for that energy. Multiple recharges can't even come close to bringing that factor down below about three. There is a radically different type of battery, using liquid sodium and liquid sulfur as electrodes and solid sodium aluminate as an electrolyte (yes, I said that the right way round) that is now getting substantial research. Theoretically, it could store as much as seven times the energy per pound of a lead-acid battery. Sodium-sulfur batteries have to be heated above normal outside air temperatures - a disadvantage that will probably make them unusable in vehicles - but they could find use in central power stations to supply peak loads.

Let’s say that a client has asked you to speak to a management team of 50 people. It is a successful high-tech (or health-care or automotive—it really doesn’t matter) organization in a competitive marketplace. The vice president of operations wants to instill formalized techniques that people can use to constantly raise their own standards and outpace the competition. Your speech is the kickoff for the daylong conference. All of the other speakers and activities involve internal people.

His brother Najib owned an auto-parts store at bustling Shikarpur Gate, the mouth of the narrow road linking their village to the city—an ancient byway that had once led southward through the passes all the way to India. At dusk it is clogged with a riot of vegetable sellers’ handcarts beset by shoppers, Toyota pickup trucks, horse-drawn taxis, and three-wheeled rickshaws clambering around and through the throng like gaudy dung beetles. Nurallah’s brother Najib had gone to Chaman, just across the border in Pakistan, where the streets are lined with cargo containers serving as shops, and used motor oil cements the dust to the ground in a glossy tarmac, and every variety of automotive organ or sinew is laid bare, spread out, and strung up for sale. He had made his purchases and set off back to Kandahar. “He paid his customs dues”—Nurallah emphasized the remarkable point—“because that’s the law. He paid at every checkpoint on the way back, fifty afghanis, a hundred afghanis.” A dollar or two every time an unkempt, underage police boy in green fatigues slouched out of a sandbagged lean-to into the middle of the road—eight times in the sixty-six miles when last I counted. “And then when he reached the entrance to town, the police there wanted five hundred afghanis. Five hundred!” A double arch marks the place where the road that swoops down from Kabul joins the road leading in from Pakistan. The police range from one side to the other, like spear fishermen hunting trout in a narrows. “He refused,” Nurallah continued. “He said he had paid his customs dues—he showed them the receipt. He said he had paid the bribes at every checkpoint all along the way, and he was not paying again.” I waited a beat. “So what happened?” “They reached into his window and smacked him.” “They hit him?” I was shocked. Najib might be a sunny guy, but Kandahar tempers are strung on tripwires. For a second I thought we’d have to go bail him out. “What did he do?” Nurallah’s eyes, beneath his widow’s peak, were banked and smoldering. “What could he do? He paid the money. But then he pulled over to the side of the road and called me. I told him to stay right there. And I called Police Chief Matiullah Qatih, to report the officer who was taking the bribes.” And Matiullah had scoffed at him: Did he die of it? The police buzzards had seen Najib make the call. They had descended on him, snatched the phone out of his hand, and smashed it. “You call that law?” Now Nurallah was ablaze. “They’re the police! They should be showing people what the law is; they should be enforcing the law. And they’re the ones breaking it.” Nurallah was once a police officer himself. He left the force the day his own boss, Kabul police chief Zabit Akrem, was assassinated in that blast in the mosque in 2005.1 Yet so stout was Nurallah’s pride in his former profession that he brought his dark green uniform into work and kept it there, hung neatly on a hook in his locker. “My sacred oath,” he vowed, concluding: “If I see someone planting an IED on a road, and then I see a police truck coming, I will turn away. I will not warn them.” I caught my breath. So maybe he didn’t mean it literally. Maybe Nurallah wouldn’t actually connive with the Taliban. Still, if a former police officer like him was even mouthing such thoughts, then others were acting on them. Afghan government corruption was manufacturing Taliban.

Anti-Tachyon displacement emitter AKA Flux Capacitor