Car Mode Quotes

I suppose I could spend time theorizing how it is that people are not bad to each other, but that’s really not the point. The point is that in almost every instance of our lives, our social lives, we are, if we pay attention, in the midst of an almost constant, if subtle, caretaking. Holding open doors. Offering elbows at crosswalks. Letting someone else go first. Helping with the heavy bags. Reaching what’s too high, or what’s been dropped. Pulling someone back to their feet. Stopping at the car wreck, at the struck dog. The alternating merge, also known as the zipper. This caretaking is our default mode and it’s always a lie that convinces us to act or believe otherwise. Always.

Nick sat on the stairs, completely comatose. He stared straight ahead as if he'd been frozen in place. "Nick? You all right?" He didn't respond. Kyrian moved around him until he stood in front of him. He snapped his fingers in front of Nick's face. "Kid?" Nick blinked before he met Kyrian's gaze. "I'm not worthy," he said in a breathless tone. Baffled by his comment, Kyrian stared at him. "What?" Nick gestured towards his cars. "Dude that's a Ferrari, Lamborghini, Bugatti, Alfa Romeo, Aston Martin, and a Bentley. And I'm not talking the cheap models. Those are the top of the top of the top of the line, fully loaded. I swear, that's real gold trim in the Bugatti. There's more money in metal in here than my brain can even tabulate. Oh my God! I shouldn't even be breathing the same air." Kyrian laughed at his awed tone. "It's all right, Nick. I need you to clean them." "Are you out of your ever-loving mind? What if I scratch them?" "You won't" "Nah I might. Those aren't cars, Kyrian. Those are works of art. I'm talking serious modes of transportation." "I know, and I drive them all the time." "No, no, no, no, no. I can't touch something so fine. I can't" Kyrian cuffed him on the shoulder. "Yes, you can. They don't bite, and they need to be washed.

Though the white liberal imagination likes to feel temporarily bad about black suffering, there really is no mode of empathy that can replicate the daily strain of knowing that as a black person you can be killed for simply being black: no hands in your pockets, no playing music, no sudden movements, no driving your car, no walking at night, no walking in the day, no turning onto this street, no entering this building, no standing your ground, no standing here, no standing there, no talking back, no playing with toy guns, no living while black. Eleven

A storyteller who provided us with such a profusion of details would rapidly grow maddening. Unfortunately, life itself often subscribes to this mode of storytelling, wearing us out with repetition, misleading emphases and inconsequential plot lines. It insists on showing us Bardak Electronics, the saftey handle in the car, a stray dog, a Christmas card and a fly that lands first on the rim and then in the centre of the ashtray. Which explains how the curious phenomenon whereby valuable elements may be easier to experience in art and in anticipation than in reality. The anticipatory and artistic imaginations omit and compress; they cut away the periods of boredom and direct our attention to critical moments, and thus, without either lying or embellishing, they lend to life a vividness and a coherence that it may lack in the distracting wooliness of the present.

I suppose I could spend time theorizing how it is that people are not bad to each other, but that's really not the point. The point is that in almost every instance of our lives, our social lives, we are, if we pay attention, in the midst of an almost constant, if subtle, caretaking. Holding open doors. Offering elbows at crosswalks. Letting someone else go first. Helping with the heavy bags. Reaching what's too high, or what's been dropped. Pulling someone back to their feet. Stopping at the car wreck, at the struck dog. That alternating merge, also known as the zipper. This caretaking is our default mode and it's always a lie that convinces us to act or believe otherwise. Always.

If we are inclined to forget how much there is in the world besides that which we anticipate, then works of art are perhaps a little to blame, for in them we find at work the same process of simplification or selection as in the imagination. Artistic accounts include severe abbreviations of what reality will force upon us. A travel book may tell us, for example, that the narrator journeyed through the afternoon to reach the hill town of X and after a night in its medieval monastery awoke to a misty dawn. But we never simply 'journey through an afternoon'. We sit in a train. Lunch digests awkwardly within us. The seat cloth is grey. We look out the window at a field. We look back inside. A drum of anxieties resolves in our consciousness. We notice a luggage label affixed to a suitcase in a rack above the seats opposite. We tap a finger on the window ledge. A broken nail on an index finger catches a thread. It starts to rain. A drop wends a muddy path down the dust-coated window. We wonder where our ticket might be. We look back at the field. It continues to rain. At last, the train starts to move. It passes an iron bridge, after which it inexplicably stops. A fly lands on the window And still we may have reached the end only of the first minute of a comprehensive account of the events lurking within the deceptive sentence 'He journeyed through the afternoon'. A storyteller who provides us with such a profusion of details would rapidly grow maddening. Unfortunately, life itself often subscribes to this mode of storytelling, wearking us out with repetitions, misleading emphases[,] and inconsequential plot lines. It insists on showing us Burdak Electronics, the safety handle in the car, a stray dog, a Christmas card[,] and a fly that lands first on the rim and then the centre of a laden ashtray. Which explains the curious phenomenon whereby valuable elements may be easier to experience in art and in anticipation than in reality. The anticipatory and artistic imaginations omit and compress; they cut away the periods of boredom and direct our attention to critical moments, and thus, without either lying or embellishing, they lend to life a vividness and a coherence that it may lack in the distracting woolliness of the present.

Nous vivons dans une société sexiste qui fait de l'apparence physique des femmes une question centrale et où la domination plastique s'exerce particulièrement lourdement. Car nous le constatons au quotidien, la beauté physique est extrêmement valorisée dans l'identité féminine. Une femme, ça doit être beau et faire attention à soi, sinon ça ne sert à rien.

The way rockets work right now is they are all expendable. So, you fly them once, and you throw it away. You can imagine if any mode of transport was expendable, it wouldn’t be used very much. But whether it’s a plane, a boat, a car, a bicycle, or a horse—they’re all reusable. If a 747 costs about a quarter-billion dollars and you need two for a round-trip, nobody is paying half a billion dollars from London to New York and back.

Galbraith, tellingly, drew a line between ‘simple modes of enjoyment’ (he included here sport, food and houses as well as cars and sex) and more ‘esoteric’ ones such as music, fine art ‘and to some extent travel’. The first group required ‘little prior preparation of the subject for its highest enjoyment’ and was thus the target of ‘modern want creation’. The latter, by contrast, were more distinctly individual and had to be cultivated.

In a recent book, Erich Fromm advances the hypothesis that being is reduced by having. He says, “Only to the extent that we decrease the mode of having, that is, nonbeing-i.e., stop finding security and identity by clinging to what we have, by ‘sitting on it,’ by holding on to our ego and our possessions-can the mode of being emerge.”6 According to Fromm, the two terms, being and having, represent two very different attitudes to life. The having mode is based on possessive relationships. The self is seen as the I that has a wife, a home, a car, a job, even a body. Since the I that has a body is the ego, the having mode is an egocentric position. This mode developed from and depends upon private property, power, and profit. Its focus is upon the individual rather than the community. The being mode, on the other hand, is based on loving, giving, and sharing relationships. In this mode the measure of the self is not in terms of what one owns but how much one gives or loves.

When thinking about risk from transport, you can think directly in terms of minutes of life lost per hour of travel. Each time you travel, you face a slight risk of getting into a fatal accident, but the chance of getting into a fatal accident varies dramatically depending on the mode of transport. For example, the risk of a fatal car crash while driving for an hour is about one in ten million (so 0.1 micromorts). For a twenty-year-old, that’s a one-in-ten-million chance of losing sixty years. The expected life lost from driving for one hour is therefore three minutes. Looking at expected minutes lost shows just how great a discrepancy there is between risks from different sorts of transport. Whereas an hour on a train costs you only twenty expected seconds of life, an hour on a motorbike costs you an expected three hours and forty-five minutes. In addition to giving us a way to compare the risks of different activities, the concept of expected value helps us choose which risks are worth taking. Would you be willing to spend an hour on a motorbike if it was perfectly safe but caused you to be unconscious later for three hours and forty-five minutes? If your answer is no, but you’re otherwise happy to ride motorbikes in your day-to-day life, you’re probably not fully appreciating the risk of death.

I asked another friend what it’s like being the mother of a black son. “The condition of black life is one of mourning,” she said bluntly. For her, mourning lived in real time inside her and her son’s reality: At any moment she might lose her reason for living. Though the white liberal imagination likes to feel temporarily bad about black suffering, there really is no mode of empathy that can replicate the daily strain of knowing that as a black person you can be killed for simply being black: no hands in your pockets, no playing music, no sudden movements, no driving your car, no walking at night, no walking in the day, no turning onto this street, no entering this building, no standing your ground, no standing here, no standing there, no talking back, no playing with toy guns, no living while black. Eleven

The main asset of a modern CEO is speed. Today, all industries move and change with the speed of a racing car. This is not only due to the development of technologies but to geopolitical events as well. Right now, the economic situation in the country is similar to that of a movie that is played in fast-forward mode. In conditions of transformation of global and internal markets, the management approach itself changes.

One theft, however, does not make a thief . . Action which defines a man, describes his character, is action which has been repeated over and over and so has come in time to be a coherent and relatively independent mode of behavior. At first it may have been fumbling and uncertain, may have required attention, effort, will - as when first drives a car, first makes love, first robs a bank, first stands up against injustice. If one perseveres on any such course it comes in time to require less effort, less attention, begins to function smoothly; its small component behaviors become integrated within a larger pattern which has an ongoing dynamism and cohesiveness, carries its own authority. Such a mode then pervades the entire person, permeates other modes, colors other qualities, in some sense is living and operative even when the action is not being performed, or even considered. . . . Such a mode of action tends to maintain itself, to resist change. A thief is one who steals; stealing extends and reinforces the identity of a thief, which generates further thefts, which further strengthen and deepen the identity. So long as one lives, change is possible; but the longer such behavior is continued the more force and authority it acquires, the more it permeates other constant bodes, subordinates other conflicting modes; changing back becomes steadily more difficult; settling down to an honest job, living on one's earnings becomes ever more unlikely. And what is said here of stealing applies equally to courage, cowardice, creativity . . . or any other of the myriad ways of behaving, and hence of being.

In lots of ways, television purveys and enables dreams, and most of these dreams involve some sort of transcendence of average daily life. The modes of presentation that work best for TV—stuff like “action,” with shoot-outs and car wrecks, or the rapid-fire “collage” of commercials, news, and music videos, or the “hysteria” of prime-time soap and sitcom with broad gestures, high voices, too much laughter—are unsubtle in their whispers that, somewhere, life is quicker, denser, more interesting, more… well, lively than contemporary life as Joe Briefcase knows it.

It might be worth pausing over the variety of ways in which we can think of signs in language, all of which have to do with the way in which a given sign might be chosen to go into a speech sentence. Take the word "ship." "Ship" is very closely related in sound to certain other words. We won't specify them for fear of a Freudian slip, but that is one cluster. That is one associational matrix or network that one can think of in the arrangement of that sign in language, but there are also synonyms for "ship": "bark, "boat," "bateau," a great many other synonyms--"sailboat," whatever. They, too, exist in a cluster: "steamship," "ocean liner," in other words, words that don't sound at all the same, but are contiguous in synonymity. They cluster in that way. And then furthermore "ship" is also the opposite of certain things, so that it would also enter into a relationship with "train," "car," "truck," "mule," modes of transportation, right? In all of these ways, "ship" is clustered associationally in language in ways that make it available to be chosen, available to be chosen as appropriate for a certain semantic context that we try to develop when we speak.

He didn't like to fly--the noise and vibration gave him a headache--but, as with anything new, he was excited by the strangeness of it. The disjuncture intrigued him: stepping through a door in one place, sitting still for a few hours, then stepping out a thousand miles away. It seemed to him a very American mode of travel, even more so than the car, not simply going farther faster, but eliminating any temporal experience of the journey, skipping over whole sections of the country, the sole focus on arriving, with the help of expensive and arcane technologies, at one's destination, except of course, when one didn't--a thought brought on by his own instinctive disbelief and the bumpiness of the flight.

I asked another friend what it's like being the mother of a black son. "The condition of black life is one of mourning," she said bluntly. For her, mourning lived in real time inside her and her son's reality. At any moment she might lose her reason for living. Though the white liberal imagination likes to feel temporarily bad about black suffering, there really is no mode of empathy that can replicate the daily strain of knowing that as a black person you can be killed for simply being black: no hands in your pockets, no playing music, no sudden movements, no driving your car, no walking at night, no walking in the day, no turning onto this street, no entering this building, no standing your ground, no standing here, no standing there, no talking back, no playing with toy guns, no living while black.

I thought about whatever subliminal impulse had put me on the train to Farmingdale. Seeing Reva in full-blown Reva mode both delighted and disgusted me. Her repression, her transparent denial, her futile attempts to tap into the pain with me in the car, it all satisfied me somehow. Reva scratched at an itch that, on my own, I couldn’t reach. Watching her take what was deep and real and painful and ruin it by expressing it with such trite precision gave me reason to think Reva was an idiot, and therefore I could discount her pain, and with it, mine. Reva was like the pills I took. They turned everything, even hatred, even love, into fluff I could bat away. And that was exactly what I wanted—my emotions passing like headlights that shine softly through a window, sweep past me, illuminate something vaguely familiar, then fade and leave me in the dark again.

à l'université on m'a injustement reproché d'être un intrigant, sous prétexte que j'obtenais de garçons réputés farouches et impénétrables qu'ils me livrent leurs tourments secrets. En réalité, la plupart de ces confidences m'étaient imposées - je faisais souvent semblant de dormir, d'être très occupé, ou affichais une indifférence hostile, quand je me rendais compte (et certains indices ne trompent pas) qu'une révélation intime se profilait à l'horizon; car les révélations intimes des jeunes gens ou du moins leurs modes d'expression sont rarement inédits et souvent expurgés. S'abstenir de juger permet de conserver indéfiniment de l'espoir. Aujourd'hui encore, j'aurais un peu peur de passer à côté de quelque chose si j'oubliais ce principe que formulait mon snob de père, et que, snob moi-même, j'ai fait mien : le sens des convenances les plus élémentaires est inégalement réparti à la naissance.

The essence of Roosevelt’s leadership, I soon became convinced, lay in his enterprising use of the “bully pulpit,” a phrase he himself coined to describe the national platform the presidency provides to shape public sentiment and mobilize action. Early in Roosevelt’s tenure, Lyman Abbott, editor of The Outlook, joined a small group of friends in the president’s library to offer advice and criticism on a draft of his upcoming message to Congress. “He had just finished a paragraph of a distinctly ethical character,” Abbott recalled, “when he suddenly stopped, swung round in his swivel chair, and said, ‘I suppose my critics will call that preaching, but I have got such a bully pulpit.’ ” From this bully pulpit, Roosevelt would focus the charge of a national movement to apply an ethical framework, through government action, to the untrammeled growth of modern America. Roosevelt understood from the outset that this task hinged upon the need to develop powerfully reciprocal relationships with members of the national press. He called them by their first names, invited them to meals, took questions during his midday shave, welcomed their company at day’s end while he signed correspondence, and designated, for the first time, a special room for them in the West Wing. He brought them aboard his private railroad car during his regular swings around the country. At every village station, he reached the hearts of the gathered crowds with homespun language, aphorisms, and direct moral appeals. Accompanying reporters then extended the reach of Roosevelt’s words in national publications. Such extraordinary rapport with the press did not stem from calculation alone. Long before and after he was president, Roosevelt was an author and historian. From an early age, he read as he breathed. He knew and revered writers, and his relationship with journalists was authentically collegial. In a sense, he was one of them. While exploring Roosevelt’s relationship with the press, I was especially drawn to the remarkably rich connections he developed with a team of journalists—including Ida Tarbell, Ray Stannard Baker, Lincoln Steffens, and William Allen White—all working at McClure’s magazine, the most influential contemporary progressive publication. The restless enthusiasm and manic energy of their publisher and editor, S. S. McClure, infused the magazine with “a spark of genius,” even as he suffered from periodic nervous breakdowns. “The story is the thing,” Sam McClure responded when asked to account for the methodology behind his publication. He wanted his writers to begin their research without preconceived notions, to carry their readers through their own process of discovery. As they educated themselves about the social and economic inequities rampant in the wake of teeming industrialization, so they educated the entire country. Together, these investigative journalists, who would later appropriate Roosevelt’s derogatory term “muckraker” as “a badge of honor,” produced a series of exposés that uncovered the invisible web of corruption linking politics to business. McClure’s formula—giving his writers the time and resources they needed to produce extended, intensively researched articles—was soon adopted by rival magazines, creating what many considered a golden age of journalism. Collectively, this generation of gifted writers ushered in a new mode of investigative reporting that provided the necessary conditions to make a genuine bully pulpit of the American presidency. “It is hardly an exaggeration to say that the progressive mind was characteristically a journalistic mind,” the historian Richard Hofstadter observed, “and that its characteristic contribution was that of the socially responsible reporter-reformer.

It never ceases to amaze me how many Christians, in the North and the South, continue to refer to the former as the “developed” and the latter as the “developing” world. When we in the South use this term to describe ourselves, we are evaluating ourselves by a set of cultural values that are alien to our own cultures, let alone to a Christian world-view! All our normative images and yardsticks of “development” are ideologically loaded. Who dictates that mushrooming TV satellite dishes and skyscrapers are signs of “development”? Who, apart from the automobile industry and the advertising agencies, seriously believes that a country with six-lane highways and multi-story car-parks is more “developed” than one whose chief mode of transport is railways? Does the fact that there are more telephones in Manhattan, New York, than in the whole of sub-Saharan Africa, mean that human communication is more developed in the former than the latter?

Once I got into college I didn’t think about joining up again. But on September 11, 2001, everything changed. Now my country was under attack. We might go to war and I needed to be a part of that. My country needed me. I just kept running until finally I stopped and realized I had run quite far from the house. And I was thirsty. I saw a gas station and headed that way. There were cars lined up all the way down the street to get gas. It looked like something out of a disaster movie. Everyone was freaking out. All of the people in the cars had the same terrified look on their faces. I walked into the gas station convenience store, grabbed a Gatorade, and got in line. And then when I got to the counter I said the stupidest thing I could have said. The cashier was a Middle Eastern man and I said to him, “Business is good today, isn’t it?” He glared at me like I was the rudest, nastiest person on the planet. He didn’t have to reply. His face said it all. Inside my head I was screaming, Why did you say that? I was so distraught over what I’d seen on the TV, about what was happening to my country, I think I had pulled up my imaginary shield and gone into emotional protection mode. It’s what I do when I am upset or uncomfortable.

The next morning, I went over to pick them up. I’d spent the night thinking of more things I should tell them--everything about Chris I thought they needed to know. It was all too much. “I don’t know how to tell you everything,” I confessed to Bradley as he got into the car. I started to cry. “There’s so many things and we have such a short amount of time.” “Just being here is all we need,” he said. “I’m not an impersonator. I’m just here to feel Chris’s life--I feel him here with me right now.” Bradley put me at ease and I calmed down. Back at the house, he and Clint became almost like family. Little bits of their personality came out as well--and I saw a glimmer of Clint’s famous Dirty Harry character later on in the day when I had to leave to go to Bubba’s basketball game. They’d talked about coming with me--which frankly would have created an impossible circus. But I did give them the option. As they stood trying to make up their minds, I snapped into anxious mom mode. “All right,” I told them both. “You’re welcome to come. But if you’re coming, we’re leaving now.” I guess my tone was a little too strident. “So you want to get tough with me, huh, lady?” said Clint in his best Dirty Harry voice as he raised his eyebrow. It’s amazing how threatening a simple facial tic can be. I left them home to study some of Chris’s replica guns and gear. Our own already had its ample share of lawmen.

With an obscure hesitation one steps into the day and its frame and its costume. Between the puzzlement and its summary abandonment, between the folds of waking consciousness and their subsequent limitation, is a possible city. Solitude, hotels, aging, love, hormones, alcohol, illness – these drifting experiences open it a little. Sometimes prolonged reading holds it ajar. Another’s style of consciousness inflects one’s own; an odd syntactic manner, a texture of embellishment, pause. A new mode of rest. I can feel physiologically haunted by a style. It’s why I read ideally, for the structured liberation from the personal, yet the impersonal inflection can persist outside the text, beyond the passion of readerly empathy, a most satisfying transgression that arrives only inadvertently, never by force of intention. As if seized by a fateful kinship, against all the odds of sociology, the reader psychically assumes the cadence of the text. She sheds herself. This description tends towards a psychological interpretation of linguistics, but the experience is also spatial. I used to drive home from my lover’s apartment at 2 a.m., 3 a.m. This was Vancouver in 1995. A zone of light-industrial neglect separated our two neighbourhoods. Between them the stretched-out city felt abandoned. My residual excitement and relaxation would extend outwards from my body and the speeding car, towards the dilapidated warehouses, the shut storefronts, the distant container yards, the dark exercise studios, the pools of sulphur light, towards a low-key dereliction. I would feel pretty much free. I was a driver, not a pronoun, not a being with breasts and anguish. I was neither with the lover nor alone. I was suspended in a nonchalance. My cells were at ease. I doted on nothing.

Time management also involves energy management. Sometimes the rationalization for procrastination is wrapped up in the form of the statement “I’m not up to this,” which reflects the fact you feel tired, stressed, or some other uncomfortable state. Consequently, you conclude that you do not have the requisite energy for a task, which is likely combined with a distorted justification for putting it off (e.g., “I have to be at my best or else I will be unable to do it.”). Similar to reframing time, it is helpful to respond to the “I’m not up to this” reaction by reframing energy. Thinking through the actual behavioral and energy requirements of a job challenges the initial and often distorted reasoning with a more realistic view. Remember, you only need “enough” energy to start the task. Consequently, being “too tired” to unload the dishwasher or put in a load of laundry can be reframed to see these tasks as requiring only a low level of energy and focus. This sort of reframing can be used to address automatic thoughts about energy on tasks that require a little more get-up-and-go. For example, it is common for people to be on the fence about exercising because of the thought “I’m too tired to exercise.” That assumption can be redirected to consider the energy required for the smaller steps involved in the “exercise script” that serve as the “launch sequence” for getting to the gym (e.g., “Are you too tired to stand up and get your workout clothes? Carry them to the car?” etc.). You can also ask yourself if you have ever seen people at the gym who are slumped over the exercise machines because they ran out of energy from trying to exert themselves when “too tired.” Instead, you can draw on past experience that you will end up feeling better and more energized after exercise; in fact, you will sleep better, be more rested, and have the positive outcome of keeping up with your exercise plan. If nothing else, going through this process rather than giving into the impulse to avoid makes it more likely that you will make a reasoned decision rather than an impulsive one about the task. A separate energy management issue relevant to keeping plans going is your ability to maintain energy (and thereby your effort) over longer courses of time. Managing ADHD is an endurance sport. It is said that good soccer players find their rest on the field in order to be able to play the full 90 minutes of a game. Similarly, you will have to manage your pace and exertion throughout the day. That is, the choreography of different tasks and obligations in your Daily Planner affects your energy. It is important to engage in self-care throughout your day, including adequate sleep, time for meals, and downtime and recreational activities in order to recharge your battery. Even when sequencing tasks at work, you can follow up a difficult task, such as working on a report, with more administrative tasks, such as responding to e-mails or phone calls that do not require as much mental energy or at least represent a shift to a different mode. Similarly, at home you may take care of various chores earlier in the evening and spend the remaining time relaxing. A useful reminder is that there are ways to make some chores more tolerable, if not enjoyable, by linking them with preferred activities for which you have more motivation. Folding laundry while watching television, or doing yard work or household chores while listening to music on an iPod are examples of coupling obligations with pleasurable activities. Moreover, these pleasant experiences combined with task completion will likely be rewarding and energizing.

Lucid Motors was started under the name Atieva (which stood for “advanced technologies in electric vehicle applications” and was pronounced “ah-tee-va”) in Mountain View in 2008 (or December 31, 2007, to be precise) by Bernard Tse, who was a vice president at Tesla before it launched the Roadster. Hong Kong–born Tse had studied engineering at the University of Illinois, where he met his wife, Grace. In the early 1980s, the couple had started a computer manufacturing company called Wyse, which at its peak in the early 1990s registered sales of more than $480 million a year. Tse joined Tesla’s board of directors in 2003 at the request of his close friend Martin Eberhard, the company’s original CEO, who sought Tse’s expertise in engineering, manufacturing, and supply chain. Tse would eventually step off the board to lead a division called the Tesla Energy Group. The group planned to make electric power trains for other manufacturers, who needed them for their electric car programs. Tse, who didn’t respond to my requests to be interviewed, left Tesla around the time of Eberhard’s departure and decided to start Atieva, his own electric car company. Atieva’s plan was to start by focusing on the power train, with the aim of eventually producing a car. The company pitched itself to investors as a power train supplier and won deals to power some city buses in China, through which it could further develop and improve its technology. Within a few years, the company had raised about $40 million, much of it from the Silicon Valley–based venture capital firm Venrock, and employed thirty people, mostly power train engineers, in the United States, as well as the same number of factory workers in Asia. By 2014, it was ready to start work on a sedan, which it planned to sell in the United States and China. That year, it raised about $200 million from Chinese investors, according to sources close to the company.

C’est ainsi que l’étude des « sciences traditionnelles », quelle que soit leur provenance, s’il en est qui veulent dès maintenant l’entreprendre (non dans leur intégralité, ce qui est présentement impossible, mais dans certains éléments tout au moins), nous parait une chose digne d’être approuvée, mais à la double condition que cette étude soit faite avec des données suffisantes pour ne point s’y égarer, ce qui suppose déjà beaucoup plus qu’on ne pourrait le croire, et qu’elle ne fasse jamais perdre de vue l’essentiel. Ces deux conditions, d’ailleurs, se tiennent de près : celui qui possède une intellectualité assez développée pour se livrer avec sûreté à une telle étude ne risque plus d’être tenté de sacrifier le supérieur à l’inférieur ; dans quelque domaine qu’il ait à exercer son activité, il n’y verra jamais à faire qu’un travail auxiliaire de celui qui s’accomplit dans la région des principes. Dans les mêmes conditions, s’il arrive parfois que la « philosophie scientifique » rejoigne accidentellement, par certaines de ses conclusions, les anciennes « sciences traditionnelles », il peut y avoir quelque intérêt à le faire ressortir, mais en évitant soigneusement de paraître rendre ces dernières solidaires de n’importe quelle théorie scientifique ou philosophique particulière, car toute théorie de ce genre change et passe, tandis que tout ce qui repose sur une base traditionnelle en reçoit une valeur permanente, indépendante des résultats de toute recherche ultérieure. Enfin, de ce qu’il y a des rencontres ou des analogies, il ne faut jamais conclure à des assimilations impossibles, étant donné qu’il s’agit de modes de pensée essentiellement différents ; et l’on ne saurait être trop attentif à ne rien dire qui puisse être interprété dans ce sens, car la plupart de nos contemporains, par la façon même dont est borné leur horizon mental, ne sont que trop portés à ces assimilations injustifiées.

Les auteurs musulmans considèrent la personnalité comme le produit de la constitution innée modifiée par les facteurs de l’environnement. La constitution innée inclue l’hérédité physique et psychologique, la combinaison des quatre éléments, c’est-à-dire le feu, l’air, l’eau, et la terre, dans leurs mode de chaud, sec, froid, et humide, et la correspondance de cette combinaison avec les signes du zodiaque et les différentes planètes. C’est une question très complexe en raison du nombre indéfini de permutations possibles. La source de confusion pour les esprits modernes vient du matérialisme ambiant qui les pousse à tout prendre au pied de la lettre et à oublier que l’intention derrière les quatre éléments n’a jamais été de les identifier avec leurs équivalents familiers dans le monde visible. S’ils sont appelés feu, air, eau et terre, c’est simplement pour indiquer une correspondance entre eux et les éléments visibles. Ces quatre éléments sont à l’origine de toute matière et eux-mêmes originaires d’un principe commun, l’Hylé indifférencié (hayûlâ, c’est-à-dire la matière primordiale.) Il en est de même de la correspondance entre les sept cieux et les sept planètes. Chaque ciel est désigné par le nom de la planète qui lui correspond le mieux, mais les cieux ne peuvent nullement être identifiés avec les orbites de ces planètes, car les planètes sont dans le ciel visible alors que les cieux sont dans le domaine subtile et invisible. Ces termes ne sont pris dans un sens littéral que si on perd de vue la correspondance entre les différents degrés, ou dimensions, de l’existence. Ces correspondances et leurs implications pour la médecine, la psychologie et les autres sciences, furent comprises par de nombreuses civilisations antérieures à l’islam, et ne sont pas spécifiquement islamiques. Les musulmans, qu’ils fussent savants, religieux, philosophes ou soufis, les percevaient comme possédant une base de vérité et les adoptèrent avec quelques différences mineures selon les écoles. Un tel point de vue est néanmoins devenu si étranger à la mentalité d’aujourd’hui, et il est si peu probable qu’elle présente un intérêt en pratique, que nous n’en poursuivrons pas l’étude ici.

Driver Behavior & Safety Proper driving behavior is vital for the safety of drivers, passengers, pedestrians and is a means to achieve fewer road accidents, injuries and damage to vehicles. It plays a role in the cost of managing a fleet as it impacts fuel consumption, insurance rates, car maintenance and fines. It is also important for protecting a firm’s brand and reputation as most company- owned vehicles carry the company’s logo. Ituran’s solution for driver behavior and safety improves organizational driving culture and standards by encouraging safer and more responsible driving. The system which tracks and monitors driver behavior using an innovative multidimensional accelerometer sensor, produces (for each driver) an individual score based on their performance – sudden braking and acceleration, sharp turns, high-speed driving over speed bumps, erratic overtaking, speeding and more. The score allows fleet managers to compare driver performance, set safety benchmarks and hold each driver accountable for their action. Real-time monitoring identifies abnormal behavior mode—aggressive or dangerous—and alerts the driver using buzzer or human voice indication, and detects accidents in real time. When incidents or accidents occurs, a notification sent to a predefined recipient alerts management, and data collected both before and after accidents is automatically saved for future analysis. • Monitoring is provided through a dedicated application which is available to both fleet manager and driver (with different permission levels), allowing both to learn and improve • Improves organizational driving culture and standards and increases safety of drivers and passengers • Web-based reporting gives a birds-eye view of real-time driver data, especially in case of an accident • Detailed reports per individual driver include map references to where incidents have occurred • Comparative evaluation ranks driving according to several factors; the system automatically generates scores and a periodic assessment certificate for each driver and/or department Highlights 1. Measures and scores driver performance and allows to give personal motivational incentives 2. Improves driving culture by encouraging safer and more responsible driving throughout the organization 3. Minimizes the occurrence of accidents and protects the fleet from unnecessary wear & tear 4. Reduces expenses related to unsafe and unlawful driving: insurance, traffic tickets and fines See how it works:

One characteristic of disruptive technologies, as the electric car has the potential to be, is that their market penetration tends to start slowly and then accelerate rapidly

Imagine for a moment that you want to attend a concert or play. After parking the car and walking six city blocks on a cold, rainy evening, and while lining up at the entrance for another half hour, you glimpse an inviting auditorium seat. The seat appears to you not as a meaningless object of neutral observation but as a place of comfort where you can rest and warm your weary bones while enjoying the anticipated performance. You do not first perceive this seat from a purely objective stance in terms of its compositional material or its measurements. Such a theoretical stance is not our primary mode of perception, but a secondary, unnatural way of looking at things we adopt when we abstract something from the context of our experience to study it separately. Should, for example, the seat collapse under us as we sat down, only then would we adopt a scientific attitude and examine the seat to determine its structure and the reasons for its malfunction.

À partir de cet exemple et de ses recherches, Damasio est l’un des premiers neuroscientifiques à montrer comment dans la vie, aucune décision n’est prise exclusivement rationnellement. De nombreux chercheurs le démontrent aujourd’hui avec précision. Combien de fois avez-vous rempli des lignes de pour et de contre pour aboutir au statut quo face à une décision à prendre ? Dans tout processus décisionnel, le choix se réalise par comparaison entre les scénarios qu’on imagine : si je fais ceci, j’obtiendrai cela. Toute décision change la situation qu’il faut à nouveau analyser pour à nouveau choisir. Il y a les petits choix de la vie quotidienne qui se déroulent le plus souvent en pilotage automatique, et les choix plus importants pour eux qui tournent en boucle dans la tête et qui empêchent de dormir). il y a enfin toutes les situations ou l’on ne choisit pas vraiment (en tout cas pas consciemment) parce qu’on est en mode réactionnel. Dans ces situations, on n’agit pas pour obtenir quelque chose, mais parce que quelque chose. Nous reviendrons sur ce point car c’est l’un des meilleurs moyens de ne pas résoudre un problème. Si l’un des scenarii a plus de poids qu’un autre, c’est en fonction de l’émotion que l’on ressent à sa mise en image dans notre esprit. C’est ce penchant affectif, parfois très faible ou très intense, qui conduit à choisir. L’affectif est un support au rationnel, l’un et l’autre ne s’opposent pas. Pour acheter un yaourt nature ou aux fruits, pour mettre un point de plus à une copie, pour interroger un élève ou un autre, pour changer d’établissement ou se séparer d’un conjoint, le processus est le même : nous imaginons le scénario conséquent à telle décision et nous choisissons celui qui nous plaît le plus ou nous déplaît le moins. Comme le sel, l’affecte est un exhausteur de goût, il donne une saveur agréable ou désagréable à un scénario particulier. Et nous choisissons l’action qui mettra en acte le scénario que nous trouvons à notre goût. Au lieu d’opposer raison et émotion, il faut pouvoir associer les deux en se permettant de penser sur ses sentiments et de ressentir ses idées. (p. 55)

Imagine that you get a car as a birthday present, with the key in the ignition, but you have never heard of cars before and have absolutely no information about how they work. Being an inquisitive person, you get inside and start messing with the various buttons, knobs and levers. Eventually, you figure out how to use it and get quite good at driving. But unbeknownst to you, somebody has removed the letter R by the gearshift and messed with the transmission so that you need to apply a crazy amount of force to shift into Reverse. This means that unless someone tells you, you’ll probably never figure out that the car can drive backwards as well. If asked to describe how the car worked, you’d incorrectly assert that, without exception, as long as the engine is running, the harder you push on the accelerator pedal, the faster the car moves forward. If in a parallel universe, the car had instead required huge force to shift into forward drive mode, you’d have concluded that this strange machine worked differently and only moved backwards. Our Universe is very much like this car. As illustrated in Figure 6.6, it has a bunch of “knobs” that control how it works: the laws according to which things move when you do various things to them and so forth—what we’re told in school are the laws of physics, including so-called constants of nature. Each setting of the knobs corresponds to one of the phases of space, so if there are 500 knobs with 10 possible settings each, there are 10500 different phases. When I was in high school, I was incorrectly taught that these laws and constants were always valid, and never changed either from place to place or from time to time. Why this mistake? Because an enormous amount of energy—much more than we have at our disposal—is required to change the settings of these knobs, just as the gearshift on that car, so we didn’t realize that the settings could be changed. Nor that there even were any settings to change: unlike gearshifts, nature’s knobs are well hidden. They come in the form of so-called high-mass fields and other obscure entities, and huge energy is required not only to alter them, but even to detect that they exist in the first place.

Clay consists primarily of ultra-fine-grained microscopic mineral bits that soak up water and form sticky, gooey masses. If you’ve ever gotten your foot or your car stuck in deep, wet clay, you won’t soon forget. A principal mode of clay mineral formation is weathering, especially weathering by chemical alteration under the wet, acidic conditions of the late Neoproterozoic.

Or, par une sorte de nécessité organique d’affirmation de soi, et par effet de la perception et de la conscience de l’excellence spirituelle qui lui est propre, chaque mentalité traditionnelle d’ensemble relègue les autres traditions sur des positions inférieures, ou les exclut purement ou simplement de tout accès à une vérité profonde et réellement salutaire. Cependant l’idée de légitimité de toutes les formes traditionnelles existantes n’est que la conséquence en mode « spatial », ou l’application en simultanéité, de l’idée d’universalité de la doctrine et d’unité fondamentale des formes traditionnelles ; seulement cette universalité et cette unité, les doctrines valables sur le plan général de chaque communauté traditionnelle les reconnaissent plus volontiers dans leur application en succession temporelle, et d’ailleurs dans des mesures fort variées, car cela permet aux communautés respectives d’exclure ou de diminuer plus facilement les autres formes traditionnelles contemporaines.

le vocabulaire présent certaines obligations bloque ma perception une autre dimension une vision sans altération sans mur d'illusion bloquant ma perception oublier les présentations aucune prescription ni medication en phase création j'y mais toutes mes émotions aucune intention de vous parler de mes erreurs passer je représente le vocabulaire présent soyez indulgent ne regarder pas devant ne regarder pas derrière regarder sur place ne soyer pas vorace fait vous une place as la chaleur de votre sueur apprenez de vos erreurs de votre malheur et oblitérer votre peur soyer indulgent guarder ce qui est amené à se dissiper est impossible si tu ne veux pas couler tu dois apprendre à nager et prenez de la force car se monde et devenu bien trop féroce je n'ai aucunement l'intention d'être pour toi une recréation attention a toute division de la concentration comme une vision d'illusion l'exclusion de toutes perceptions des émotions sans aucune compréhension des bonnes et des mauvaises intentions mode concentration, attention à la reverberation, de mauvaise réaction, un pion tu veux de l'action, retourne faire ta preparation sans aucune interaction aucun besoin d'explication pas besoin de présentations aucune prescription ni medication en phase création j'y mais toutes mes émotions toutes ces voix un endroit empreint au désarroi au milieu de toutes ces voix les combats sont sans foi, ni loi au milieu de toutes ces voix aucun cote pour s'échapper se coucher et auctanperer tu peux oublier mon esprit et là pour cree prisonnier jamais je suis là pour te montrer avec les penser des moments passer et le vocabulaire de l'instant présent pour un futur décent absent non écrivant insistant sur des jours bien plus clement pour mon présent et l'esprit rempli d'écrit il n'est pas abruti par de la technologie Élaborer de ma penser souvent plein de mots entreposer pas le temps de me reposer je ne vais pas abandonner où me dérober aucune prescription ni medication en phase création j'y mais toutes mes émotions enfermer entre deux dimensions aucun besoin de présentation ou de te parler de mes intentions des erreurs sont passé et maintenant je représente le vocabulaire présent.

Just take me home,” Furi mumbled and moved to the passenger side of the truck. The drive home was deathly quiet. Syn wasn’t sure if Furi was going to forgive him or not, he was certainly hoping he would. Syn really did like Furi. He was the type of man he’d want to spend hours talking to because the deep sexiness of his voice did funny things to Syn’s groin, listening to him laugh was like the sweetest music to his ears. He wanted to see Furi's gorgeous face when he came home from working a shitty case, knowing he would make it better. He wanted to get into bed with him after a hot shower and bury his face in Furi’s soft hair and just lose himself in the erotic scent that lingered in those gorgeous locks. Syn fought the urge to apologize again; he’d done it at least five times now. He looked over at Furi, wishing he would turn and look at him. “Are you going to say anything?” Furi did look at him then, but what he said wasn’t exactly what Syn wanted to hear, “Your truck needs a tune-up.” Then he turned his head back toward the window. Syn pulled up to the curb opposite Furi’s apartment and shut off the engine. Furi didn’t say anything; he just opened the door, got out of the truck and walked across the street. Syn jumped out calling to him, “Furi, please wait.” Furi stopped in the middle of the street and turned to face him, looking completely exasperated. “What?” Syn was just making his way around the truck when he heard tires screeching and bright headlights headed directly at Furi. “Furious!” Syn yelled, but he saw there was no time. He ran at full speed, leaping and slamming his body into Furi's, the car’s front end just missing them. Syn rolled with Furi, a messy tangle of long limbs, hitting the curb hard. Syn kept one arm around Furi while craning his neck to try to see where the car was. All he could see was the make of the dark vehicle and two letters of the license plate. Syn pulled his S&W from behind his back just in case they circled back around. Syn jumped up and pulled Furi up with him. “Inside, now.” Furi moved quickly, Syn right behind him. As soon as they got inside the apartment, Syn turned Furi to face him. He looked him over and determined that he was okay for the most part. Furi looked like he was in shock, and rightfully so, someone had just tried to kill him. Syn put both his hands on Furi’s flushed cheeks. “Furious look at me.” Syn waited for those now haunted eyes to look at his. When Furi finally focused on his face, he had to slip into cop mode and ask his questions while the details were fresh in his mind.

« Instinctivement, le peuple mexicain exècre l’autorité et la bourgeoisie [...]. L’entraide mutuelle était la règle dans ces communautés [...], il n’y avait ni juges, ni maires, ni gardiens de prisons, ni aucun être nuisible de cette espèce. Tous avaient droit à la terre, à l’eau pour l’irrigation, aux forêts pour se procurer du bois pour se chauffer et pour construire les huttes. [...] Il est donc évident que le peuple mexicain est capable de parvenir au communisme car il a fonctionné sur ce mode, tout du moins en partie, depuis des siècles. »

Il faut souligner le lien étroit, d'une part entre la période mekkoise et l'état monogamique de l'Envoyé, d'autre part entre la période médinoise et l'état polygamique. Celui-ci fut poussé à une limite extrême puisque le Prophète fut autorisé à dépasser, pour ce qui le concernait, la règle de la limitation à quatre épouse, valable pour la communauté islamique.(...) rappeler ici le hadîth commenté dans le dernier chapitre du Livre des Chatons, selon lequel trois choses « faisant partie de votre bas-monde ( min dunyâ-kum ) » furent «rendues aimées {hubbiba) » du Prophète : les femmes, le parfum et la prière rituelle. La forme hubbiba indique que l'amour des femmes ne procédait pas de sa passion individuelle, car il était essentiellement lié à la poursuite de sa mission. Ceci est évoqué par le terme dunyâ-kum qui rappelle que la « réalisation descendante » est pour l'être missionné un véritable sacrifice et qu'il est nécessairement en exil sur terre. Les vicissitudes liées à la guerre sainte extérieure, qui a débuté avec L'Hégire, représentaient la limite ultime de l'épreuve imposée au Prophète (6). C'est d'ailleurs pourquoi il choisit de mourir sitôt sa mission terminée, après le Pèlerinage de l'Adieu. Toute béatitude terrestre reflète en mode contingent et conditionné la béatitude suprême (...) Le parfum, la prière rituelle, et, plus que tout, l'amour des femmes contribuaient à maintenir en ce monde un être qui, en vertu de la perfection de son être total, ne lui appartenait pas en réalité, car il l'appelait « dunyâ-kum »

...some of the more smug cyclists live in eternal hope that humanity will somehow realize the error of its ways and reject the automobile altogether .... This is not going to happen....never in the history of the world has humanity forfeited an invention that makes our lives profoundly easier, as the car does. Nobody ever said, "This newsprint is making my fingers filthy. I'm going back to smoke signals." TV was supposed to rot your brain and ruin your eyes, but instead of going away it only got bigger and flatter, and we now have like four hundred channels instead of three. And airplanes are still the world's preferred mode of very-long-distance travel, even though terrorists still try to fly them into buildings and we now have to be dismantled into our component atoms, sifted through, and reassembled in order to board them. So if we have yet to jettison these abominations, why would people give up their cars either?

Praying before you have an emergency is like putting money in the bank. If you have money set aside, then a car problem you were not expecting does not need to upset you. You have provided a way to continue living a simple, joy-filled life before you experienced a need. Start today getting some prayers in reserve. Fill up your prayer tank and you will avoid constantly living in crisis mode.

It might be worth pausing over the variety of ways in which we can think of signs in language, all of which have to do with the way in which a given sign might be chosen to go into a speech sentence. Take the word "ship." "Ship" is very closely related in sound to certain other words. We won't specify them for fear of a Freudian slip, but that is one cluster. That is one associational matrix or network that one can think of in the arrangement of that sign in language, but there are also synonyms for "ship": "bark, "boat," "bateau," a great many other synonyms--"sailboat," whatever. They, too, exist in a cluster: "steamship," "ocean liner," in other words, words that don't sound at all the same, but are contiguous in synonymity. They cluster in that way. And then furthermore "ship" is also the opposite of certain things, so that it would also enter into a relationship with "train," "car," "truck," "mule," modes of transportation, right? In all of these ways, "ship" is clustered associationally in language in ways that make it available to be chosen, available to be chosen as appropriate for a certain semantic context that we try to develop when we speak.

During the 1920s the market for automobiles changed slowly and subtly. Henry Ford’s slogan for the Model T—”It takes you there and brings you back”—epitomized the original attraction of the car as a mode of basic transportation. In 1921, more than half of all cars sold in the United States were Fords. But

sports car, was it so impossible that two-thousand

If you’re like most people, a string of nerve-racking incidents keeps you in fight-or-flight response—and out of homeostasis—a large part of the time. Maybe the car cutting you off is the only actual life-threatening situation you encounter all day, but the traffic on the way to work, the pressure of preparing for a big presentation, the argument you had with your spouse, the credit-card bill that came in the mail, the crashing of your computer hard drive, and the new gray hair you noticed in the mirror keep the stress hormones circulating in your body on a near-constant basis. Between remembering stressful experiences from the past and anticipating stressful situations coming up in your future, all these repetitive short-term stresses blur together into long-term stress. Welcome to the 21st-century version of living in survival mode. In fight-or-flight mode, life-sustaining energy is mobilized so that the body can either run or fight. But when there isn’t a return to homeostasis (because you keep perceiving a threat), vital energy is lost in the system. You have less energy in your internal environment for cell growth and repair, long-term building projects on a cellular level, and healing when that energy is being channeled elsewhere. The cells shut down, they no longer communicate with one another, and they become “selfish.” It’s not time for routine maintenance (let alone for making improvements); it’s time for defense. It’s every cell for itself, so the collective community of cells working together becomes fractured. The immune and endocrine systems (among others) become weakened as genes in those related cells are compromised when informational signals from outside the cells are turned off. It’s like living in a country where 98 percent of the resources go toward defense, and nothing is left for schools, libraries, road building and repair, communication systems, growing of food, and so on. Roads develop potholes that aren’t fixed. Schools suffer budget cuts, so students wind up learning less. Social welfare programs that took care of the poor and the elderly have to close down. And there’s not enough food to feed the masses. Not surprisingly, then, long-term stress has been linked to anxiety, depression, digestive problems, memory loss, insomnia, hypertension, heart disease, strokes, cancer, ulcers, rheumatoid arthritis, colds, flu, aging acceleration, allergies, body pain, chronic fatigue, infertility, impotence, asthma, hormonal issues, skin rashes, hair loss, muscle spasms, and diabetes, to name just a few conditions (all of which, by the way, are the result of epigenetic changes). No organism in nature is designed to withstand the effects of long-term stress.

Car, en vérité, qui est plus étranger à l'homme que la femme et à la femme que l'homme ? Et ce problème se laisse retourner dans tous les sens selon la mode du jour. Il demeure entier. La femme est aussi étrangère à l'homme que l'homme à la femme, que le Celte au Romain et le Romain au Celte, que l'Arabe à l'Américain et l'Américain à l'Arabe, l'Irlandais à l'Anglais et l'Anglais à l'Irlandais, le Turc au Suisse, le Suisse au Turc… Et leur histoire est aussi sanglante que celle des nations. Leurs guerres aussi terribles. Eux aussi et elles aussi auront, s'ils veulent arrêter le char du diable, à passer par le chas de l'aiguille : le respect réciproque. L'autre est - et demeure - terre inconnue. (p. 65)

Mass Mobilization of Youth Despite the well-founded dissatisfaction of the younger generation with the kind of life offered by the bloated affluence of megatechnic society, their very mode of rebellion too often demonstrates that the power system still has them in its grip: they, too mistake indolence for leisure and irresponsibility for liberation. The so-called Woodstock Festival was no spontaneous manifestation of joyous youth, but a strictly money-making enterprise, shrewdly calculated to exploit their rebellions, their adulations, and their illusions. The success of the festival was based ont he tropismic attraction of 'Big Name' singers and groups (the counter-culture's Personality Cult!), idols who command colossal financial rewards from personal appearances and the sales of their discs and films. With its mass mobilization of private cars and buses, its congestion of traffic en route, and its large-scale pollution of the environment, the Woodstock Festival mirrored and even grossly magnified the worst features of the system that many young rebels profess to reject, if not to destroy. The one positive achievement of this mass mobilization, apparently, was the warm sense of instant fellowship produced by the close physical contact of a hundred thousand bodies floating in the haze and daze of pot. Our present mass-minded, over-regimented, depersonalized culture has nothing to fear from this kind of reaction-equally regimented, equally depersonalized, equally under external control. What is this but the Negative Power Complex, attached by invisible electrodes to the same pecuniary pleasure center.

God's journey for us is like that of a train. While we ride upon its mode of transport, we move from one box car to the next, phases or seasons of our life. We feel as if the train is our journey but the real path is actually the rails upon which the train travels; the heart of where God's direction for us exists. Each car of the train is just a small part of the greater whole to which we, in our finite understanding, is incomprehensible.

God's journey for us is like that of a train. While we ride upon its mode of transport, we move from one box car to the next, phases or seasons of our life. We feel as if the train is our journey but the real path is actually the rails upon which the train travels; the heart of where God's direction for us exists. Each car of the train is just a small part of the greater whole to which we, in our finite understanding, find incomprehensible.

to escape, Ute had dissociated her fear and felt nothing. I see depersonalization regularly in my office when patients tell me horrendous stories without any feeling. All the energy drains out of the room, and I have to make a valiant effort to keep paying attention. A lifeless patient forces you to work much harder to keep the therapy alive, and I often used to pray for the hour to be over quickly. After seeing Ute’s scan, I started to take a very different approach toward blanked-out patients. With nearly every part of their brains tuned out, they obviously cannot think, feel deeply, remember, or make sense out of what is going on. Conventional talk therapy, in those circumstances, is virtually useless. In Ute’s case it was possible to guess why she responded so differently from Stan. She was utilizing a survival strategy her brain had learned in childhood to cope with her mother’s harsh treatment. Ute’s father died when she was nine years old, and her mother subsequently was often nasty and demeaning to her. At some point Ute discovered that she could blank out her mind when her mother yelled at her. Thirty-five years later, when she was trapped in her demolished car, Ute’s brain automatically went into the same survival mode—she made herself disappear.

Mais il faut le voir à table comme il la regarde quand elle brille, ses yeux d'animal subjugué. D'où vient-elle donc cette créature ? Pr les mots dans sa bouche, ces idées qui lui passent par la cervelle, son insatisfaction tout le temps, son intraitable enthousiasme, ce désir d'aller voir ailleurs, de marquer les distances, cet élan qui frise l'injure parfois? Ou va-t-elle chercher tout ça ? Alors, quand leur fille a besoin de sous pour un voyage de classe ou acheter des livres, Mireille et Jean ne rechignent pas. Ils raquent. Ils font ce qu'il faut. C'est leur terrible métier de parents, donner à cette gamine les moyens de son évasion. On a si peu de raison de se réjouir dans ces endroits qui n’ont ni la mère ni la Tour Eiffel, ou dieu est mort comme partout où la soirée s’achèvent à 20 heures en semaine et dans les talus le week-end Car elle et Jeannot savent qu'ils ne peuvent plus grand-chose pour elle. Ils font comme si, mais ils ne sont plus en mesure de faire des choix à sa place. Ils en sont réduits ça, faire confiance, croiser les doigts, espérer quils l'ont élevée comme il faut et que ça suffira. L'adolescence est un assassinat prémédité de longue date et le cadavre de leur famille telle qu'elle fut git déjà sur le bord du chemin. Il faut désormais réinventer des rôles, admettre des distances nouvelles, composer avec les monstruosités et les ruades. Le corps est encore chaud. Il tressaille. Mais ce qui existait, l'enfance et ses tendresses évidentes, le règne indiscuté des adultes et la gamine pile au centre, le cocon et la ouate, les vacances à La Grande-Motte et les dimanches entre soi, tout cela vient de crever. On n'y reviendra plus. Et puis il aimait bien aller à l'hôtel, dont elle réglait toujours la note. Il appréciait la simplicité des surfaces, le souci ergonome partout, la distance minime entre le lit et la douche, l'extrême propreté des serviettes de bain, le sol neutre et le téléviseur suspendu, les gobelets sous plastique, le cliquetis précis de l'huisserie quand la porte se refermait lourdement sur eux, le code wifi précisé sur un petit carton à côté de la bouilloire, tout ce confort limité mais invariable. À ses yeux, ces chambres interchangeables n'avaient rien d'anonyme. Il y retrouvait au contraire un territoire ami, elle se disait ouais, les mecs de son espèce n'ont pas de répit, soumis au travail, paumés dans leurs familles recomposées, sans même assez de thune pour se faire plaisir, devenus les cons du monde entier, avec leur goût du foot, des grosses bagnoles et des gros culs. Après des siècles de règne relatif, ces pauvres types semblaient bien gênés aux entournures tout à coup dans ce monde qu'ils avaient jadis cru taillé à leur mesure. Leur nombre ne faisait rien à l'affaire. Ils se sentaient acculés, passés de mode, foncièrement inadéquats, insultés par l'époque. Des hommes élevés comme des hommes, basiques et fêlés, une survivance au fond. Toute la journée il dirigeait 20 personnes, gérait des centaines de milliers d'euros, alors quand il fallait rentrer à la maison et demander cent fois à Mouche de ranger ses chaussettes, il se sentait un peu sous employé. Effectivement. Ils burent un pinot noir d'Alsace qui les dérida et, dans la chaleur temporaire d'une veille d'enterrement, se retrouvèrent. - T'aurais pu venir plus tôt, dit Gérard, après avoir mis les assiettes dans le lave-vaisselle. Julien, qui avait un peu trop bu, se contenta d'un mouvement vague, sa tête dodelinant d'une épaule à l'autre. C'était une concession bien suffisante et le père ne poussa pas plus loin son avantage. Pour motiver son petit frère, Julien a l'idée d'un entraînement spécial, qui débute par un lavage de cerveau en règle. Au programme, Rocky, Les Chariots de feu, Karaté Kid, et La Castagne, tout y passe. À chaque fois, c'est plus ou moins la même chose : des acteurs torse nu et des séquences d'entraînement qui transforment de parfaits losers en machines à gagner.

Le "dor" est donc plus ambigu que la nostalgie : il est tourné aussi bien vers le passé que vers l'avenir ; le regret de l'impossible retour in illo tempore n'est pas obligatoire. C'est un désir mêlé de souffrance, une aspiration qui ne connaîtra pas d'accomplissement, car celui qui l'éprouve se situe dans une indétermination dont il ne connaît pas les possibilités de réalisation. Il ne peut que les pressentir, mais il n'en exige pas la manifestation. L'objet du "dor" est fondamentalement indéfinissable. Vivre ce qu'on souhaite advenir comme une douce souffrance est plus important que de voir ses souhaits accomplis, car la qualité de cette langueur est supérieure à ce qu'on peut obtenir par la satisfaction de ses désirs. Cioran emploie rarement le mot roumain "dor", sauf pour se livrer à une sorte d'exercice de ce qu'il appelle "l'appréhension de l'essence des peuples par leur façon de participer au vague" ("Oeuvres", p. 607) ("Triste avec méthode", par Constantin Zaharia)

My preferred mode of travel to and from the island is the fast ferry. From April through December, both the Steamship Authority and Hy-Line Cruises operate ferries throughout the day. The trip takes an hour, and round trip costs around eighty dollars. Weather often affects travel to and from the island. If the wind is blowing twenty-five miles an hour or stronger, the ferries may cancel (each trip is at the discretion of the captain). If there is fog (which there often is in June and early July), planes are grounded. (Fun fact: Tom Nevers Field was used by the U.S. military in World War II to practice taking off and landing in the fog.) Once on Nantucket, you can either rent a Jeep (Nantucket Windmill Auto Rental, Nantucket Island Rent a Car) or rent a bike (Young’s Bicycle Shop, Nantucket Bike

Starting in 2025, it will make no financial sense to purchase a new gasoline car in any market.. gasoline cars will be the 21st century equivalent of the horse carriages by 2030.

Landy's always been nothing but a gentleman in the time I've been around him. Always getting me another drink, holding doors open, escorting me to my car to make sure I got in safely. The flirt mode he goes into with other women doesn't come out when I'm around him.

Tesla is a vehicle for an idea: that we humans have better ways to power our lives than to burn a dinosaur-era compaction that dirties the air and skanks up the chemistry of the atmosphere. That notion applies to more than just cars. Tesla also sells its batteries as energy storage units. Since it acquired SolarCity in 2016 and added solar panels to its offerings, Musk has made his intentions clear: Tesla is an energy company. This is the story of how the electric car became a Trojan horse for a new energy economy. I believe it is the most important technology story of the twenty-first century.

he was reveling in the possibilities inherent in selling a car that behaved like a fighter jet. “Yeah, it’s mad,” he continued, with a dimpled grin. And then he added, “In the option selection, you’ll be able to choose three settings: Normal, Sport, and Insane.” A ripple of laughter washed over the crowd. Then, as if to reassure himself as much as everyone else: “It will actually say ‘Insane.’” He hunched his shoulders forward and laughed. Videos posted by people who had experienced “Insane Mode” during test rides at the event appeared on YouTube the next day. Invariably, the accompanying commentary was littered with expletives and other delighted expressions of shock as the car’s spine-straightening acceleration took effect. In the weeks and months that followed, more reaction videos appeared and spread, with one especially spicy compilation coming to accrue more than ten million views. Insane Mode could be seen as more than just a product feature, more than just a marketing gimmick. It would be the mind-set required to fend off the short-sellers of Tesla’s stock, traditional automakers, political opponents, and an increasingly nervous oil industry. It represented the intensity of fervor needed to win the public over to electric cars. And it was a statement about the velocity of innovation required to transition the world to sustainable energy before the planet’s climate changes beyond repair. Even as a feature for a luxury motor vehicle, though, Insane Mode was audacious in both intent and implication.

A test drive is dangerous in many ways. Drivers are encountering a particular car for the first time, so they are basically beginners. They usually can't located what they need quickly and panic. Since they aren't yet used to the feel of the brakes and have trouble reining in their excitement, the car jerks or swerves. And they floor it without an ounce of hesitation, something they don't do in their own cars. The rpm gauge dances beyond the red line and their bodies are plastered to the seats, as if someone is pulling them from behind. A few times, Ma-ri has actually wondered whether men were aroused by the smell of a new car. As soon as their feet touch the accelerator, their breathing grows irregular and excited. Their upper bodies lean forward, in attack mode, and their aftershave mixes with their sweat, emitting musk. The scent of virile males. Forgetting that Ma-ri is sitting next to them, they swear and revert to a state of boyhood. In this tight space, their shoulders brushing against each other, a peculiar tension grows between the test drivers and Ma-ri. The men become attracted to her, a chick who understands cars, and Ma-ri sometimes feels a burning heat, sitting next to these toylike men. But as soon as they return to the showroom and the men hand over the keys, they revert to being nice, polite middle-aged men. They leave quickly, looking a little embarrassed. They bluff a little, acting as if they might buy the car right away, quickly going over their financial situations in their heads, then get back into their own cars, feeling a little shrivelled.

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The Tesla Model S is a remarkably luxurious car, though. It’s pretty stiffly sprung, like a sports car, and it has a selectable operating mode that is literally called “Ludicrous.” The car outperforms any comparable internal-combustion vehicle, doing 0–60 in about 3.2 seconds.

Some additional stats: according to Tesla, the upgraded S will be able to run the quarter mile in 10.9 seconds and reach 155 mph in 22% less time. Ludicrous Mode will also be available on the upcoming Model X crossover SUV. Musk estimates the Ludicrous Mode-equipped Model X cars to be able to hit 60 mph in 3.2 seconds.

Grace doesn’t add up. This probably explains why most couples shy away from making grace the default mode of their relationships. It’s counterintuitive. Intimidating too. Grace is so … selfless. We prefer the simple math behind the cause-effect dynamic within relationships. You scratch my back: I’ll scratch yours. You nick my car; I’ll burn down your garage.

La réouverture des mines françaises serait même la meilleure décision écologique qui soit. Car la délocalisation de nos industries polluantes a eu un double effet pervers : elle a contribué à maintenir les consommateurs occidentaux dans l’ignorance des véritables coûts écologiques de nos modes de vie, et elle a laissé à des États dépourvus de tout scrupule écologique le champ libre pour extraire et traiter les minerais dans des conditions bien pires que si la production avait été maintenue en Occident.

It was 1908 when Henry Ford unveiled the first Model T, a product that would reorient the infrastructure of civilization, and around which civilization would reorient itself. Just over a century later, Elon Musk unveiled the Model S at a time when civilization is more than ready for a cultural rebirth—one that could be catalyzed by something as innocuous as a beautiful car that drives itself. Autonomy, after all, is a term not limited to the automatic control of a motor vehicle. Its meaning also speaks of self-determination. It is through the power of this autonomy that we can turn a revolution into a renaissance.

for Level 1 the car had some advanced driver-assistance technology, such as automatic emergency braking, but the driver still controlled the vehicle at all times. Level 5 was the highest, at which a car would have no controls for human drivers whatsoever. At that point, you could read a book, take a nap, or watch a movie while the car drove itself. Google has tested fully autonomous vehicles to a Level 5 designation, meaning the cars could perform all “safety-critical driving functions and monitor roadway conditions for an entire trip,” but they haven’t yet left the test circuit. The development of autonomous vehicles goes hand in hand with the development of electric vehicles, because self-driving cars are best controlled by drive-by-wire systems, in which electrical signals and digital controls, rather than mechanical functions, operate a car’s core systems, such as steering, acceleration, and braking.

In August 2016, Ford announced plans to bring a Level 4 selfdriving car—without pedals or a steering wheel—to market by 2021. Other automakers have been working on similarly aggressive plans. Fiat Chrysler has partnered with Google’s Waymo to develop a fleet of self-driving hybrid minivans. GM, through its partnership with Lyft, has plans to bring Chevy Bolt robotaxis to the road as quickly as possible.

Many major automakers have established research centers in Silicon Valley to work on autonomy, including Nissan, Toyota, Mercedes, Ford, and GM. The newcomers—Apple, Lucid Motors, Faraday Future, Byton, and Nio—have made autonomy central to their business models and established software development teams in California. Che He Jia and Singulato Motors are working on the technology in Beijing and Shanghai. In the meantime, other tech companies and start-ups, such as Uber, Lyft, Comma.ai, Nauto, Luminar, Aurora, Caracal, Starsky Robotics, and Zoox, are all chasing variations of the self-driving prize, be it for cars, buses, or trucks.

in European history from the fourteenth to the seventeenth century, comes from an eighteen-minute YouTube video produced by the author and philosophy guru Alain de Botton’s School of Life. De Botton dedicates a few minutes of the video to educating viewers about the Renaissance leaders’ zeal for building beautiful cities. You can count on one hand the number of cities built since the 1600s that can rival the elegance of cities that sprung up on the Italian Peninsula during the three-hundred-odd years of the Renaissance, de Botton says in the video. Sure, he concedes, the old urban planners didn’t have to worry about cars or zoning laws, but they had a mission and were extremely direct and didactic in carrying it out. “City fathers across the Italian Peninsula had fallen in love with a remarkable new idea: that their cities should be the focus of an unparalleled attention to beauty,

In August 2016, Ford announced plans to bring a Level 4 selfdriving car—without pedals or a steering wheel—to market by 2021.

By late January 2014, Tesla had completed the construction of a cross-country Supercharger corridor that would allow Model S drivers to get from Los Angeles to New York without having to spend a penny on energy. The electric highway took a northern route through Colorado, Wyoming, South Dakota, Minnesota, and Illinois, before approaching New York from Delaware. The path it cut was similar to a trip taken by Musk and his brother, Kimbal, in a beat-up 1970s BMW 320i in 1994. Within days of the route’s completion, Tesla staged a cross-country rally to show that the Model S could easily handle long-distance driving, even in the dead of winter. Two hot-pepper-red Model S’s, driven by members of the Supercharging team, left Tesla’s Los Angeles–based design studio just after midnight on Thursday, January 30. Tesla planned to finish the trip at New York’s City Hall on the night of February 1, the day before Super Bowl XLVIII, which would take place at MetLife Stadium in East Rutherford, New Jersey, just across the state line. Along the way, the cars would drive through some of the snowiest and most frigid places in the country, in one of the coldest weeks of the year. The trip took a little longer than expected. The rally encountered a wild snowstorm in the Rocky Mountains that temporarily closed the road over Vail Pass and then provided an icy entrance to Wyoming. Somewhere in South Dakota, one of the rally’s diesel support vans broke down, forcing its occupants to catch a flight from Sioux Falls to rejoin the rest of the crew in Chicago. And in Ohio, the cars powered through torrential rains as the fatigued crew pressed on for the final stretch. It was 7:30 A.M. on Sunday, February 2, when the Teslas rolled up to New York’s City Hall on a bright, mild morning. The 3,427-mile journey had taken 76 hours and 5 minutes—just over three days. The cars had spent a total of 15 hours and 57 seconds charging along the way,

it was the tzero that ultimately caught their imagination, like it did for Musk. Eberhard, who was growing increasingly worried about global warming, saw potential for commercialization and a chance to show that gasoline wasn’t the only answer for motor vehicles. At the same time, he and Tarpenning had noticed that lithium-ion batteries had been improving at a rapid rate and were getting cheaper, thanks largely to their use in laptop computers. The auto industry, too, no longer seemed as impenetrable as it once was. Since the 1990s, automakers had been outsourcing many aspects of vehicle production, including the sourcing of components and in some cases even assembly. The men figured it would be possible for a start-up to design and build at least a prototype, with the hope of later raising more money to advance their ambitions. If things went well, a low-volume electric sports car with kick-ass acceleration might

During his career, he served as president of Ford Europe, director of global research and development at Mazda, and, for a year, chief executive of Maserati in a turnaround effort before it was split off from Ferrari and aligned with Alfa Romeo under Fiat. In 2004, Automobile magazine named Leach its Man of the Year, even though he was jobless after leaving Ford Europe as a result of, in his words, being “drawn into the political ping-pong initiated by Ford worldwide.” (Leach sued Ford in 2003 in a successful effort to prevent the company from enforcing a noncompete agreement.) “He’s a certified car nut, one of the very few visionaries of the trade, an excellent engineer and driver, a pragmatic team player, and a genuinely nice guy,” Automobile said.

the autonomous-driving side of things, Alphabet (formerly Google), which has logged several million self-driving-car test miles, continues to lead the pack. At the end of 2016, it created a new business division, called Waymo, for its autonomous driving technology. In May 2017, Waymo and Lyft announced that they would work together on developing the technology, and later in the year, Alphabet invested $1 billion in the start-up. Others, like Cruise Automation (which GM acquired for $1 billion) and Comma.ai, which offers open-source autonomous driving technology in the same vein as Google’s Android mobile operating system, are chasing hard. Baidu, China’s leading Internet search company, has an autonomous-driving research center in Sunnyvale. Byton—backed by China’s Tencent, Foxconn, and the China Harmony New Energy auto retailer group—has an office in Mountain View, as does Didi Chuxing, the Chinese ride-sharing company in which Apple invested $1 billion. Many of these companies have taken not just inspiration but also talent from Tesla. Part of the value of an innovation cluster like Silicon Valley lies in the dispersal of intellectual labor from one node to the next. For instance, PayPal is well known in the Valley for producing a number of high performers who left the company to start, join, or invest in others. The so-called PayPal Mafia includes Reid Hoffman, who founded LinkedIn; Max Levchin, whose most recent of several start-ups is the financial services company Affirm; Peter Thiel, a Facebook board member and President Trump–supporting venture capitalist who cofounded “big data” company Palantir; Jeremy Stoppelman, who started reviews site Yelp; Keith Rabois, who was chief operating officer at Square and then joined Khosla Ventures; David Sacks, who sold Yammer to Microsoft for $1.2 billion and later became CEO at Zenefits; Jawed Karim, who cofounded YouTube; and one Elon Musk.

Could the electric car follow the same path? Count Elon Musk among the believers. ‘‘At the beginning of last year [2015], we had fifty thousand cars in total on the roads worldwide, and then last year we produced another fifty thousand cars,” he said in January 2016. “So the total fleet of Tesla vehicles doubled last year. It will approximately double again this year.” We shouldn’t take Musk’s word for it, of course—Tesla’s 2016 production fell about twenty-five thousand cars short of doubling the previous year’s tally—but consider that many of the effects that spur demand for electric vehicles are only just starting to take hold. The decline of battery prices, which will make electric cars more affordable, is probably the biggest factor influencing demand, but there are others. For a start, many hundreds of millions of people still don’t know a thing about electric vehicles that aren’t golf carts or hybrids like the Toyota Prius.

Norway is working on a combination of taxes, subsidies, infrastructure, and other incentives in an effort to end sales of gasoline cars in the country by 2025. In October 2016, Germany’s federal council voted for a nonbinding resolution to end all sales of gasoline cars with internal combustion engines by 2030. In May 2017, India’s power minister announced a plan to have only electric cars—and “not a single petrol or diesel car”—sold in the country from 2030 on. Both the UK and France have said they will end sales of diesel and gasoline cars by 2040. And even China has said it will set a date that will signal the end of all gasoline car sales in the country (although it hasn’t said what that date will be). All these scenarios could have a drastic effect on the uptake of electric vehicles, which would in turn have a dramatic impact on the consumption of oil.

The average efficiency of an internal combustion engine in converting fuel into a car’s forward energy ranges from about 14 to 30 percent. For the electric car, it’s about 90 percent. But the real difficulty for anyone arguing the case for gasoline cars is found in the economics. We are fast approaching a time when gasoline cars will no longer be able to compete with electric cars on price. To date, the number one factor holding Tesla back from offering cheaper cars has been the energy cost per unit of its lithium-ion battery packs, which is why it started by selling only high-end vehicles in which the cost of the battery could be absorbed by the premium price point. Tesla has never revealed exactly how much of its cars’ costs can be attributed to the battery pack, but in 2013, chief technology officer JB Straubel told the MIT Technology Review that it accounts for less than a quarter of the cost of each vehicle—which for the eighty-five kilowatt-hour Model S, at that time, would have put the battery pack somewhere in the $18,000 to $25,000 range (assuming Straubel was factoring feature-rich versions of the car into his calculations). That would have put the cost per kilowatt-hour of the battery pack at anywhere between $210 and $300.

On battery technology, other automakers have a long way to catch up to Tesla, which has its own battery production facility and a development head start of at least four years. Then, what do other automakers know about delivering software updates to their customers over the air? GM has said it will bring over-the-air updates to its general fleet “before 2020.” But what advantages have the incumbents ceded to Tesla while it has been collecting and learning from fleet data since the Model S hit the roads in 2012? No electric all-wheel-drive car has been put into production by any company other than Tesla. No car company has a charging network that comes close to being as extensive as the one Tesla has been working on since 2o12. In the United States, no automaker has been able to sell directly to consumers or establish its own Apple-like retail stores.

In May 2017, the company replaced Fields as CEO with Jim Hackett, who had been responsible for Ford’s autonomous driving efforts. To realize its forward-looking vision and become a leader in automotive technology, Ford would need the services of the world’s best software developers, which would mean competing not only against other automakers but also against Silicon Valley’s hottest companies. In the new era of automotive, software is king. With that shift comes an opening for software-focused companies like Tesla. “In many cases, large car companies or truck companies are not focused on software, they’re not focused on sensors or batteries,” Straubel said in 2016. “And this gives an opportunity for innovation for new companies and new entrants to play on a bit more of a level playing field than there ever was in the past.

the years ahead, Tesla would also expand its vehicle fleet, adding a compact SUV, a pickup truck, a heavy-duty truck, and a small bus into the mix. The buses would be autonomous, to be summoned by smartphone app, or via buttons at existing stops. The advent of full self-driving capability, which Musk said would ultimately be safer than human-driven vehicles by an order of magnitude, would also enable a business built around car-sharing. Owners could add their cars to Tesla’s shared fleet to generate income when they weren’t using them. In cities where there weren’t enough customer-owned cars to meet the demand for such shared-use cases, Tesla would operate its own fleet—a move that would put it in direct competition with Lyft and Uber.

both Tesla and GM think battery prices will come down fast enough for electric cars to be more affordable than equivalent gasoline cars by the early 2020s. The Chevy Bolt sells for less than $35,000, after subsidies. Tesla plans to be producing Model 3s at a rate of hundreds of thousands a year by 2019. Other electric car companies, new and old, are developing competitive strategies. It is still difficult to predict how quickly the sales of electric cars will overtake those of gasoline vehicles. Even assuming all goes well for Tesla and their electric competitors, it could take years, or decades. Bloomberg New Energy Finance’s study estimated that electric cars will account for 35 percent of new car sales by 2040. That’s based on battery prices decreasing at a slower rate than Tesla and GM anticipate. But, as noted earlier, gasoline cars will face the difficult task of competing with electric cars that are both cheaper and better.

they could come in, change the business model, create connected electric cars, change the sales process, and change the way cars were manufactured. “That’s also bollocks,” Palmer concluded, steadily holding my gaze. “Complete bollocks.” “Why?” I asked. “Well, you can’t ignore a hundred and twenty-five years of history. The auto industry didn’t not learn anything.” When you put together a car, most of it is mechanical, and most of it is done by people who have spent a career working out how to do a suspension system, or a door lock, or a steering wheel, Palmer said. “And you can’t ignore that. So you’ve got to buy it. And you either buy it through a consultancy, or you buy it through recruitment, or you buy it through collaboration.” This spelled trouble for the newcomers. “The majority of those start-ups will fail because they’ll be too slow to recognize that they can’t just trash the auto industry, that there’s something relevant that they need.” So why was Jia Yueting different?

his peers have expressed considerably more skepticism. “There is nothing Tesla [can] do that we cannot also do,” Fiat Chrysler CEO Sergio Marchionne said in June 2016. Two years earlier, he had asked customers not to buy the Fiat 500e electric car, because the company lost $14,000 on the sale of each one. Fiat would sell the minimum number of electric cars needed to meet government mandates and “not one more,” he said. In April 2016, Marchionne continued that theme in an interview on the sidelines of his company’s annual meeting, this time responding to the price of the Model 3. If Musk could show him that the car would be profitable at the $35,000 price tag, Marchionne said, “I will copy the formula, add the Italian design flair, and get it to the market within twelve months.” The German automakers have been even more dismissive. In November 2015, Edzard Reuter, the former CEO of Daimler, called Tesla a “joke” and Musk a “pretender,” suggesting in an interview with a German newspaper that Tesla didn’t stand up to serious comparison with “the great car companies of Germany.” Daimler, BMW, and Volkswagen were slow to accept that Tesla could one day challenge their market dominance. “German carmakers have been in denial that electric vehicles can create an emotional appeal to customers,” Arndt Ellinghorst, an automotive analyst at Evercore ISI, told the Los Angeles Times in April 2016. “Many still believe that Tesla is a sideshow catering to a niche product to some tree-hugging Californians and eccentric US hedge fund managers.” GM wasn’t quite so blasé. In 2013, then CEO Dan Akerson established a team within the company to study Tesla, based on the belief that it could be a big disrupter. GM’s Chevrolet Volt, a hybrid sedan that could drive about forty miles in full electric mode, had won Motor Trend’s 2011 Car of the Year, but GM was looking further into the future. At the 2015 Detroit auto show, it unveiled a concept of the Chevy Bolt, a two-hundred-mile electric car that would retail for $30,000 (after a $7,500 rebate from the US government). It was seen as a direct response to Tesla and new CEO Mary Barra’s biggest risk since she took over in 2014. Wired magazine celebrated the Bolt’s impending arrival with a February 2016 cover story about how GM had beaten Tesla “in the race to build a true electric car for the masses

D'après l'opinion que vous professez sur le rôle actuel de Sh.A.W. on dirait que sa présence vous gêne: son "contrôle" traditionnel surtout. Car, entre temps, votre autonomie totale conquit les privilèges d'une fonction universelles en Occident. Devant le cas historique de Ramakrishna qui avait vérifié par la connaissance directe et attesté extérieurement, l'unité fondamentale de différentes formes traditionnelles, vous dressiez le vôtre qui voulait être celui d'un maître réalisant une telle universalité sous le mode d'une direction en Occident de voies initiatiques appartenant à des formes traditionnelles différentes: Islam, Christianisme, Bouddhisme, Maçonnerie, peut-être même de la tradition des Peaux-Rouges. A cet égard vous me disiez même il y a quelques années: "Sh.A.W. aurait dit que je suis destiné à remplir en Occident un rôle initiatique en rapport avec les différentes formes traditionnelles". On peut remarquer aussi à l'occasion, que lorsqu'il vous semblait que Sh.A.W. corroborait vos tendances, vous aimiez le citer à l'appui. Mais sur ce point spécial, lorsque ces derniers temps je me suis décidé à lui demander ce qu'il en était au juste, Sh.A.W. m'a répondu ceci: "Quant à ce qu'on a rapporté à Sh. Aïssa, que j'aurai dit qu'il était "destiné à remplir en Occident un rôle initiatique en rapport avec les différentes formes traditionnelles", il n'y a pas un mot de vrai là-dedans, car je n'ai au contraire jamais envisagé un rôle sortant du cadre d'une forme traditionnelles déterminée [;]j'ai d'ailleurs à peine besoin de vous dire qu'en tout cas un tel rôle s'il existait ne pourrait s'exercer d'une façon aussi "visible". Je crois qu'on m'attribue ainsi beaucoup de choses que je n'ai jamais dites, ni même pensées... Il faut dire aussi que, quand j'entends émettre certaines affirmations plus ou moins exagérées je préfère généralement ne rien répondre, sachant bien que ce serait tout à fait inutile; il n'est pas impossible qu'en pareil cas on interprète mon silence comme une approbation"... (Lettre de M.Vâlsan à F.Schuon, novembre 1950)

By being or having I do not refer to certain separate qualities of a subject as illustrated in such statements as „I have a car“ or „I am white“ or „I am happy.“ I refer to two fundamental modes of existence, to two different kinds of orientation toward self and the world, to two different kinds of character structure the respective predominance of which determines the totality of a person’s thinking, feeling, and acting. In the having mode of existence my relationship to the world is one of possessing and owning, one in which I want to make everybody and everything, including myself, my property. In the being mode of existence, we must identify two forms of being. One is in contrast to having, as exemplified in the Du Marais statement, and means aliveness and authentic relatedness to the world. The other form of being is in contrast to appearing and refers to the true nature, the true reality, of a person or a thing in contrast to deceptive appearances as exemplified in the etymology of being (Benveniste).

When I saw her car pulled off to the side, I felt my entire being go hot with fear. I knew immediately that it had to be her. I’ve seen that car parked in the driveway next-door, and it was headed the same direction as me. It had to be her, and when I saw her tear-stained face, well . . . fuck, it made me drop the animosity, the pent-up anger, and all I wanted to do was help. Protect. Make sure she wasn’t scared. Make sure she was okay. I went into helping mode. And when she continued to cry in my truck, visibly shaking, she broke another wall that I had erected between the two of us, and before I knew it, I was holding her, stroking her hair, wanting to remove all the fear that was taking over her body. Because I know that fear. I feel it every time I drive in the snow. It’s the way my parents died . . . driving in a snowstorm.

The brand new 2025 Nissan Xterra is making waves in the UAE automotive market with its rugged design, advanced features, and improved fuel efficiency. Whether you’re navigating city streets or tackling off-road trails, fuel economy is a critical factor for SUV buyers — and this model delivers. According to recent updates, the Nissan Xterra 2025 release date is expected later this year, bringing with it a balance of power and practicality. Drivers across the UAE can expect mileage figures that compete with the best in its class, and you can explore full regional insights in the 2025 Nissan Xterra mileage in UAE guide. The SUV is estimated to deliver between 12–16 km/l depending on road conditions, which is a solid figure for a full-size adventure-ready vehicle. Compared to the previous model, efficiency has been boosted with smarter engine tuning — read more in the Nissan Xterra 2024 vs 2025 comparison. Designed for UAE conditions, it includes fuel-saving features like eco-driving modes and advanced gear ratios. This makes the 2025 Xterra not just a capable off-roader, but also a smart choice for daily commutes. Visit icartea.com for detailed specs, booking details, and the latest updates on Nissan’s newest SUV launch.

Volkswagen brought cars in for the software fix, known as a “flash action,” in early 2015, eventually updating the software in 280,000 vehicles.22 Afterward, the cars polluted less than they had, but the upgrade did not remove the illegal code.23 In fact, Volkswagen brazenly used the recall to enhance the effectiveness of the defeat device.24 The flash action programmed the cars to go into good-behavior mode when the wheels were moving but the steering wheel remained stationary, as would be the case during a lab test on rollers.25

Cliffjumper was interesting because originally we based him on the G1 version, a compact car. He was like that for a few weeks, then, one day, after a lot of work had been done, Jeff told me that the Rock was doing the voice so I should make him a badass muscle car. We didn't have time to redo both modes so we only tweaked the robot mode. That's why there are a lot of round shapes on the bot but not the vehicle. -Jose Lopez

When we started designing [Knockout], the only directive was to make him a fast car, a foil for Bumblebee. I remember looking at rims and saying 'just pimp him out.'" We gave him lots of red and gold. That made him feel more extravagant. I remember thinking that he'd be attractive in bot mode. Then the studio said that he's the sexiest they'd ever seen. That's where his vanity came from. -Jose Lopez

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