Refinance Car Quotes

You don’t want a general houseworker, do you? Or a traveling companion, quiet, refined, speaks fluent French entirely in the present tense? Or an assistant billiard-maker? Or a private librarian? Or a lady car-washer? Because if you do, I should appreciate your giving me a trial at the job. Any minute now, I am going to become one of the Great Unemployed. I am about to leave literature flat on its face. I don’t want to review books any more. It cuts in too much on my reading.

If you lose your ego, you lose the thread of that narrative you call your Self. Humans, however, can't live very long without some sense of a continuing story. Such stories go beyond the limited rational system (or the systematic rationality) with which you surround yourself; they are crucial keys to sharing time-experience with others. Now a narrative is a story, not a logic, nor ethics, nor philosophy. It is a dream you keep having, whether you realize it or not. Just as surely as you breathe, you go on ceaselessly dreaming your story. And in these stories you wear two faces. You are simultaneously subject and object. You are a whole and you are a part. You are real and you are shadow. "Storyteller" and at the same time "character". It is through such multilayering of roles in our stories that we heal the loneliness of being an isolated individual in the world. Yet without a proper ego nobody can create a personal narrative, any more than you can drive a car without an engine, or cast a shadow without a real physical object. But once you've consigned your ego to someone else, where on earth do you go from there? At this point you receive a new narrative from the person to whom you have entrusted your ego. You've handed over the real thing, so what comes back is a shadow. And once your ego has merged with another ego, your narrative will necessarily take on the narrative created by that ego. Just what kind of narrative? It needn't be anything particularly fancy, nothing complicated or refined. You don't need to have literary ambitions. In fact, the sketchier and simpler the better. Junk, a leftover rehash will do. Anyway, most people are tired of complex, multilayered scenarios-they are a potential letdown. It's precisely because people can't find any fixed point within their own multilayered schemes that they're tossing aside their own self-identity.

Freedom is not a couch. It’s not a television, or a car, or a house. It’s not an item you can possess. You cannot put freedom on layaway; you cannot refinance freedom. Freedom is something you need to fight for, not once, but every single day. The nature of freedom is that it is fluid; like water in a leaking bucket, the tendency is for it to drain away. Left untended, the holes through which freedom escapes widen. When politicians restrict our rights in order to “protect us,” freedom is lost. When the military refuses to disclose basic facts, freedom is lost. Worst of all, when fear becomes a part of our lives, we willingly surrender freedom for a promise of safety, as if freedom weren’t the very basis of safety.

The research we do at the local level - collaboratively - is what makes formal, outside research work. Outside research cannot be installed like a car part - it has to be fitted, adjusted, and refined for the school contexts we workd in.

Approaching the Williamsburg Bridge - not really certain of how he had managed to find himself there - he experienced an extraordinary moment of buoyancy, of grace. There was a lot more traffic now, but his shifting was smooth and the sturdy little car was adroit at changing lanes. He launched himself out over the East River. He could feel the bridge humming underneath his wheels and all around him could sense the engineering of it, the forces and tensions and rivets that were all conspiring to keep him aloft. To the south, he glimpsed the Manhattan Bridge, with its Parisian air, refined, elegant, its skirts hiked to reveal tapered steel legs, and, beyond, the Brooklyn Bridge, like a great ropy strand of muscle. In the other direction lay the Queensboro Bridge, like two great iron tsarinas linking hands to dance. And before him, the city that had sheltered him and swallowed him and made him a modest fortune loomed, gray and brown, festooned with swags and boas of some misty gray stuff, a compound of harbor fog and spring dew and its own steamy exhalations. Hope had been his enemy, a frailty that he must at all costs master, for so long now that it was a moment before he was willing to concede that he had let it back into his heart.

Here’s the thing about freedom: Freedom is not a couch. It’s not a television, or a car, or a house. It’s not an item you can possess. You cannot put freedom on layaway; you cannot refinance freedom. Freedom is something you need to fight for, not once, but every single day. The nature of freedom is that it is fluid; like water in a leaking bucket, the tendency is for it to drain away. Left untended, the holes through which freedom escapes widen. When politicians restrict our rights in order to “protect us,” freedom is lost. When the military refuses to disclose basic facts, freedom is lost. Worst of all, when fear becomes a part of our lives, we willingly surrender freedom for a promise of safety, as if freedom weren’t the very basis of safety.

Green cars could be made of pure refined nonsense and fueled by bright green hot air combined with the broken and destroyed dreams of every nonhuman on earth, and they’d still be destructive.

This pool of vomit with its clots of blood like liquid rubies, as viscous and discreet as everything produced by Catherine, still contains for me the essence of the erotic delirium of the car-crash, more exciting than her own rectal and vaginal mucus, as refined as the excrement of a fairy queen, or the minuscule globes of liquid that formed beside the bubbles of her contact lenses. In this magic pool, lifting from her throat like a rare discharge of fluid from the mouth of a remote and mysterious shrine, I saw my own reflection, a mirror of blood, semen and vomit, distilled from a mouth whose contours only a few minutes before had drawn steadily against my penis.

You hear it in every political speech, “vote for me, we’ll get the dream back.” They all reiterate it in similar words—you even hear it from people who are destroying the dream, whether they know it or not. But the “dream” has to be sustained, otherwise how are you going to get people in the richest, most powerful country in world history, with extraordinary advantages, to face the reality that they see around them? Inequality is really unprecedented. If you look at total inequality today, it’s like the worst periods of American history. But if you refine it more closely, the inequality comes from the extreme wealth in a tiny sector of the population, a fraction of 1 percent. There were periods like the Gilded Age in the 1890s and the Roaring Twenties and so on, when a situation developed rather similar to this, but the current period is extreme. Because if you look at the wealth distribution, the inequality mostly comes from super-wealth—literally, the top one-tenth of a percent are just super-wealthy. This is the result of over thirty years of a shift in social and economic policy. If you check you find that over the course of these years the government policy has been modified completely against the will of the population to provide enormous benefits to the very rich. And for most of the population, the majority, real incomes have almost stagnated for over thirty years. The middle class in that sense, that unique American sense, is under severe attack. A significant part of the American Dream is class mobility: You’re born poor, you work hard, you get rich. The idea that it is possible for everyone to get a decent job, buy a home, get a car, have their children go to school . . . It’s all collapsed.

Our pleasures, however refined or easily acquired, are by their very nature fleeting. They begin to subside the instant they arise, only to be replaced by fresh desires or feelings of discomfort. You can’t get enough of your favorite meal until, in the next moment, you find you are so stuffed as to nearly require the attention of a surgeon—and yet, by some quirk of physics, you still have room for dessert. The pleasure of dessert lasts a few seconds, and then the lingering taste in your mouth must be banished by a drink of water. The warmth of the sun feels wonderful on your skin, but soon it becomes too much of a good thing. A move to the shade brings immediate relief, but after a minute or two, the breeze is just a little too cold. Do you have a sweater in the car? Let’s take a look. Yes, there it is. You’re warm now, but you notice that your sweater has seen better days. Does it make you look carefree or disheveled? Perhaps it is time to go shopping for something new. And so it goes. We seem to do little more than lurch between wanting and not wanting. Thus, the question naturally arises: Is there more to life than this? Might it be possible to feel much better (in every sense of better) than one tends to feel? Is it possible to find lasting fulfillment despite the inevitability of change? Spiritual life begins with

street just outside his Crown Victoria, leaned up against the passenger’s side door. In his hands are coffee and a cinnamon roll, just a stone’s throw away from the stereotypical doughnut cops are notorious for eating, though slightly more refined. As he waves at me, I get the sense that he’s been watching me the entire time, watching as I watch Otto leave. He tips his hat at me. I wave at him through the car window. What I usually do at this point in

The gospel is not just something to talk about on Sunday morning while you are in clean clothes and the kids are looking orderly. The gospel is not limited to quiet times and reflective moods. The gospel is something to apply while you are nearly upside down in the back of the car trying to buckle a child up who is playing the kazoo and needs his nose wiped. God is not above these moments. He is teaching us, and leading us, and refining us, in our different moments. He wants us to apply his beautiful gospel in our actions. He wants to see us feeding our children with the grace that he has given to us.

These neighborhoods went on for miles—just street after foot-wearying street of trophy homes, with big gates beside broad drives, patios adorned with Grecian urns on ornate plinths, and garages for fleets of cars. It was a stunning demonstration of the proposition that money and taste don’t always, or even often, go together. These were the houses of lottery winners, of retailers of the sort who appear in their own television commercials, of people for whom the words “Peppermint Grove” in an address would not be an embarrassment. I would not suggest for a moment that Australia’s nouveaux riches are more distant from refinement than the people of other lands, but the absence of a distinctive architectural vernacular in Australia does mean that people can take their styles from a wider range of sources—principally drive-in banks, casinos, upmarket nursing homes, and ski lodges. To see it massed over a spread of miles as in the western suburbs of Perth is certainly an absorbing experience.

Despite the beauty of our world and the scope of human accomplishment, it is hard not to worry that the forces of chaos will triumph—not merely in the end but in every moment. Our pleasures, however refined or easily acquired, are by their very nature fleeting. They begin to subside the instant they arise, only to be replaced by fresh desires or feelings of discomfort. You can’t get enough of your favorite meal until, in the next moment, you find you are so stuffed as to nearly require the attention of a surgeon—and yet, by some quirk of physics, you still have room for dessert. The pleasure of dessert lasts a few seconds, and then the lingering taste in your mouth must be banished by a drink of water. The warmth of the sun feels wonderful on your skin, but soon it becomes too much of a good thing. A move to the shade brings immediate relief, but after a minute or two, the breeze is just a little too cold. Do you have a sweater in the car? Let’s take a look. Yes, there it is. You’re warm now, but you notice that your sweater has seen better days. Does it make you look carefree or disheveled? Perhaps it is time to go shopping for something new. And so it goes.

RENEWABLE ENERGY REVOLUTION: SOLAR + WIND + BATTERIES In addition to AI, we are on the cusp of another important technological revolution—renewable energy. Together, solar photovoltaic, wind power, and lithium-ion battery storage technologies will create the capability of replacing most if not all of our energy infrastructure with renewable clean energy. By 2041, much of the developed world and some developing countries will be primarily powered by solar and wind. The cost of solar energy dropped 82 percent from 2010 to 2020, while the cost of wind energy dropped 46 percent. Solar and onshore wind are now the cheapest sources of electricity. In addition, lithium-ion battery storage cost has dropped 87 percent from 2010 to 2020. It will drop further thanks to the massive production of batteries for electrical vehicles. This rapid drop in the price of battery storage will make it possible to store the solar/wind energy from sunny and windy days for future use. Think tank RethinkX estimates that with a $2 trillion investment through 2030, the cost of energy in the United States will drop to 3 cents per kilowatt-hour, less than one-quarter of today’s cost. By 2041, it should be even lower, as the prices of these three components continue to descend. What happens on days when a given area’s battery energy storage is full—will any generated energy left unused be wasted? RethinkX predicts that these circumstances will create a new class of energy called “super power” at essentially zero cost, usually during the sunniest or most windy days. With intelligent scheduling, this “super power” can be used for non-time-sensitive applications such as charging batteries of idle cars, water desalination and treatment, waste recycling, metal refining, carbon removal, blockchain consensus algorithms, AI drug discovery, and manufacturing activities whose costs are energy-driven. Such a system would not only dramatically decrease energy cost, but also power new applications and inventions that were previously too expensive to pursue. As the cost of energy plummets, the cost of water, materials, manufacturing, computation, and anything that has a major energy component will drop, too. The solar + wind + batteries approach to new energy will also be 100-percent clean energy. Switching to this form of energy can eliminate more than 50 percent of all greenhouse gas emissions, which is by far the largest culprit of climate change.

On May 31, 1921, the Ford Motor Company turned out Car No. 5,000,000. It is out in my museum along with the gasoline buggy that I began work on thirty years before and which first ran satisfactorily along in the spring of 1893. I was running it when the bobolinks came to Dearborn and they always come on April 2nd. There is all the difference in the world in the appearance of the two vehicles and almost as much difference in construction and materials, but in fundamentals the two are curiously alike—except that the old buggy has on it a few wrinkles that we have not yet quite adopted in our modern car. For that first car or buggy, even though it had but two cylinders, would make twenty miles an hour and run sixty miles on the three gallons of gas the little tank held and is as good to-day as the day it was built. The development in methods of manufacture and in materials has been greater than the development in basic design. The whole design has been refined; the present Ford car, which is the "Model T," has four cylinders and a self starter—it is in every way a more convenient and an easier riding car. It is simpler than the first car. But almost every point in it may be found also in the first car. The changes have been brought about through experience in the making and not through any change in the basic principle—which I take to be an important fact demonstrating that, given a good idea to start with, it is better to concentrate on perfecting it than to hunt around for a new idea.

I deal in information," he says to the smarmy, toadying pseudojournalist who "interviews" him. He's sitting in his office in Houston, looking slicker than normal. "All television going out to Consumers throughout the world goes through me. Most of the information transmitted to and from the CIC database passes through my networks. The Metaverse -- -the entire Street -- exists by virtue of a network that I own and control. "But that means, if you'll just follow my reasoning for a bit, that when I have a programmer working under me who is working with that information, he is wielding enormous power. Information is going into his brain. And it's staying there. It travels with him when he goes home at night. It gets all tangled up into his dreams, for Christ's sake. He talks to his wife about it. And, goddamn it, he doesn't have any right to that information. If I was running a car factory, I wouldn't let workers drive the cars home or borrow tools. But that's what I do at five o'clock each day, all over the world, when my hackers go home from work. "When they used to hang rustlers in the old days, the last thing they would do is piss their pants. That was the ultimate sign, you see, that they had lost control over their own bodies, that they were about to die. See, it's the first function of any organization to control its own sphincters. We're not even doing that. So we're working on refining our management techniques so that we can control that information no matter where it is -- on our hard disks or even inside the programmers' heads. Now, I can't say more because I got competition to worry about. But it is my fervent hope that in five or ten years, this kind of thing won't even be an issue.

Borrowers were told not to worry about paying the ever-mounting debt, because house prices would keep rising and they could refinance, taking out some of the capital gains to buy a car or pay for a vacation.

A saloon car has to be fast and comfortable and refined, and all of this stuff costs millions of pounds to develop. An SUV just needs to be big and full of buttons. That costs 8p.

It is characteristic of all learning that as learning takes place, correction becomes more and more refined. We see this in a person just learning to drive a car, who “overcorrects” and zigzags back and forth across the street. Once, however, a correct or “successful response” has been accomplished, it is “remembered” for future use. The automatic mechanism then duplicates this successful response on future trials. It has “learned” how to respond successfully. It forgets its failures, and repeats the successful action without any further conscious thought—that is, as a habit.

Groups are, in a sense, a microcosm of the real world. In all groups, there are leaders and followers . . . and many people who fall somewhere in between. Some groups are professionally led, and some are self- or volunteer-directed. In every group, there will be people you like and people you don’t, people who seek you out, and people who do not. Understanding and joining in the group process and making it work for you is what is important. Experiment with several groups, if you like, to find the ones that you enjoy the most. Strive to find a group in which you think you would feel comfortable expressing yourself or interacting with others and which has an appropriate meaning for you (a self-help group should address your particular issues; a hobby club should focus on something you enjoy). Attend the group a few times to get a sense of how members interact with each other. If the thought of doing so still causes you anxiety, continue working on stress management, and remain fairly passive in the group until you feel more comfortable. In my own social therapy group program, our purpose is to help individuals learn how to control social anxiety and refine their interactive skills. Social anxiety is a people-oriented problem, which makes group experience important both theoretically and practically. Some traditional therapists have called my program unorthodox because it encourages patients to talk to and learn from each other—as opposed to the isolation and protection offered by many of the more conservative therapies. But I say that social interaction is something you learn by doing. My groups are places to practice, make mistakes, and experience success in a supportive yet challenging environment. Of course, even in such a supportive setting, resistance still arises. In a “friendly” forum, stressors can be explored and confronted more easily, however, and I have found that the degree to which a person uses the group is often a good indicator of how well he or she is progressing therapeutically. Good attendance shows effort and commitment; poor attendance indicates that a person is giving in to anxiety. I’ve heard all the excuses and manipulations—canceling plans is typical of people with avoidance problems related to social anxiety. (I’m sometimes tempted to open a garage to repair all those cars that break down on group night!) Yet often, after overcoming the initial stage of anxiety, many participants enjoy the process. As you consider the option of incorporating various kinds of groups in your community into your self-help program, remember that groups can be a very important component of your map for change. Groups can provide you with the opportunity to practice the skills that are crucial to your success. Make sure that your expectations are realistic and that you understand the purpose and the limitations of whatever group you join.

George took her arm again, walking across the sidewalk to his car. He opened the car door for her and once she was inside, he leaned down to smile through the glass. And once inside himself, he took the wheel and told her without prompting that they were going to a steak house downtown that a friend had recommended. His hands on the steering wheel were short and clean and it slowly dawned on her that his fingernails were buffed, perhaps even manicured. She looked at his ear, under the brim of his hat. Sometime since this afternoon, he’d stopped for a haircut, too. The thought flattered her, even made her shy as he talked about this pal of his who knew from steak houses and fish markets, a connoisseur of mushrooms and artichokes who actually ordered cheese for dessert, his tastes were so refined. He took his eyes from the road for a minute to look at her, smiling again, laughing as he spoke, being charming even as she, smiling back at him, found herself growing demure.

For most of the past two decades the central goal of energy pricing has been to reduce volatility. Policymakers want to ensure that businesses face a predictable environment, with relatively stable prices for electricity and fuels; in a more predictable environment, businesses are more likely to make large-scale capital investments. The government’s main tools in achieving this stability are state-run firms that convert raw fuel into usable energy: power-generating firms and oil refiners. When fuel prices are high, these companies suffer depressed profits or even losses, because they cannot pass on the full cost increase to their customers. But when prices are low, their profits soar, because they are not required to pass on their full cost savings either. These industries can be thought of as “shock absorbers” that enable the economic car to drive relatively smoothly even when the road is full of potholes.

So the Formula One driver has a dual status: he is both an automatic terminal of the most refined technical machinery, a technical operator, and he is the symbolic operator of crowd passions and the risk of death. The paradox is the same for the motor companies, caught as they are between investment and potlatch. Is all this a calculated — and hence rational — investment (marketing and advertising)? Have we here a mighty commercial operation, or is the company spending inordinate sums, far beyond what is commercially viable, to assuage a passion for prestige and charisma (there is also a manufacturers' world championship)? In this confrontation between manufacturers, isn't there an excessive upping of the stakes, a dizzying passion, a delirium? This is certainly the aspect which appeals, in the first instance, to the millions of viewers. In the end, the average TV viewer has doubtless never been aware that McLaren is a flagship for Honda. And I am not sure he or she is tempted to play the Formula One driver in ordinary life. The impact of Formula One lies, then, in the exceptional and mythic character of the event of the race and the figure of the driver, and not in the technical or commercial spin-offs. It is not clear why speed would be both severely limited and morally condemned in the public domain and, at the same time, celebrated in Formula One as never before, unless there is an effect of sublime compensation going on here. Formula One certainly serves to popularize the cult of the car and its use, but it does much more to maintain the passion for absolute difference — a fundamental illusion for all, and one which justifies all the excesses. In the end, however, hasn't it gone about as far as it can? Isn't it close to a final state, a final perfection, in which all the cars and drivers, given the colossal resources deployed, would, in a repetitive scenario, achieve the same maximum performance and produce the same pattern in each race? If Formula One were merely a rational, industrial performance, a test-bed for technical possibilities, we should have to predict that it would simply burn itself out. On the other hand, if Formula One is a spectacle, a collective, passionate (thoug h perfectly artificial) event, embracing the multiple screens of technological research, the living prosthesis of the driver, and the television screens into which the viewers project themselves, then it certainly has a very fine future. In a word, Formula One is a monster. Such a concentration of technology, money, ambition and prestige is a monster (as is the world of haute couture, which is equally abstract, and as far removed from real clothing as Formula One is from road traffic). Now, monsters are doomed to disappear, and we are afraid they might be disappearing. But we are not keen, either, to see them survive in a domesticated, routinized form. In an era of daily insignificance — including the insignificance of the car and all its constraints — we want at least to save the passion of a pure event, and exceptional beings who are permitted to do absolutely anything.

Better move aside, Shell. You're right where the oil should come out. Not connected to a line, so we'll just let her flow a bit." I moved aside. He freed the valve, then turned it by hand. At first it was just a trickle, then it gushed. Ed spun the valve and stepped back with a whoop, and on his face was the expression of a man looking on something he loves. "Baby, baby," he yelled, "there she goes." Oil, thick and black, spurted from the pipe like black blood from a cut artery. It streamed from the Christmas tree and spread on the ground, running in a thick river away from us down a shallow furrow in the earth. And a queer feeling gripped me. I knew, then, that until this moment I hadn't really believed it. I'd just sort of gone on faith to here, but now I could see it, touch it, smell it. Oil. Oil, growling up from deep in the earth, pushed by Nature's gases, and for one brief moment of brighter awareness I could see it, refined, split, joining in new chemical compounds — in cars, generators, lamps, diesels; driving engines and smoothing bearings; in hundreds of products with thousands of uses, from farming to photography, plastics, medicines . . . And there all the time for the man with faith enough and strength enough to find it and seize it.

just seven years later Henry Ford began to sell his Model T, the first mass-produced affordable and durable passenger car, and in 1911 Charles Kettering, who later played a key role in developing leaded gasoline, designed the first practical electric starter, which obviated dangerous hand cranking (fig. 2.2). And although hard-topped roads were still in short supply even in the eastern part of the US, their construction began to accelerate, with the country’s paved highway length more than doubling between 1905 and 1920. No less important, decades of crude oil discoveries accompanied by advances in refining provided the liquid fuels needed for the expansion of the new transportation, and in 1913 Standard Oil of Indiana introduced William Burton’s thermal cracking of crude oil, the process that increased gasoline yield while reducing the share of volatile compounds that make up the bulk of natural gasolines.

Fiat started building the world’s first fully crowdsourced car at its flagship factory in Betim, Brazil. The company set up a web portal where anyone in the world could post ideas on how the vehicle should be designed and engineered. More than ten thousand suggestions poured in from a hundred and sixty countries. At every stage, the crowd—which ranged from experienced Fiat staff to teenagers in their bedrooms—critiqued, debated, and refined the ideas. Fiat made sure the dialogue flowed freely in all directions, explaining why ultimately some suggestions ended up prevailing over others. “This is completely different to the usual design process, which is entirely hidden and secretive,” said Peter Fassbender, manager of Centro Estilo, Fiat’s design center.

The first solar photovoltaic panel built by Bell Labs in 1954 cost $1,000 per watt of power it could produce.128 In 2008, modules used in solar arrays cost $3.49 per watt; by 2018, they cost 40 cents per watt.129 According to a pattern known as Swanson’s Law, the price of solar photovoltaic modules tends to fall by 20 percent for every doubling of cumulative shipped volume. The full price of solar electricity (including land, labor to deploy the solar panels, and other equipment required) falls by about 15 percent with every doubling. The amount of solar-generated power has been doubling every two years or less for the past forty years—as costs have been falling.130 At this rate, solar power is only five doublings—or less than twelve years—away from being able to meet 100 percent of today’s energy needs. Power usage will keep increasing, so this is a moving target. Taking that into account, inexpensive renewable sources can potentially provide more power than the world needs in less than twenty years. This is happening because of the momentum that solar has already gained and the constant refinements to the underlying technologies, which are advancing on exponential curves. What Ray Kurzweil said about Craig Venter’s progress when he had just sequenced 1 percent of the human genome—that Venter was actually halfway to 100 percent because on an exponential curve, the time required to get from 0.01 percent to 1 percent is equal to the time required to get from 1 percent to 100 percent—applies to solar capture too.

An urbanite does not become a civilized person just because he has had an education. What one assimilates in the city is book-learning and knowledge derived through emulating educated men. But that alone will not make him a civilized person. A man of simple tastes becomes complex through education because he desires to become complex. That is why a lot of educated men enjoy vulgar and obscene things. The cinema has become a vulgar philistine art form. The enormous motor car with its bloated body is a vulgar vehicle. It is difficult to create a complex thing without some vulgarity and grossness. Amongst the things valued by the educated, it is difficult to find things untainted by vulgarity. People who cannot distinguish between grossness and refinement are not uncommon among the urban educated because for many, the measure of civilization is its complexity.

A Prayer about Normal Trials Blessed be the God and Father of our Lord Jesus Christ! According to his great mercy, he has caused us to be born again to a living hope through the resurrection of Jesus Christ from the dead, to an inheritance that is imperishable, undefiled, and unfading, kept in heaven for you, who by God’s power are being guarded through faith for a salvation ready to be revealed in the last time. In this you rejoice, though now for a little while, as was necessary, you have been grieved by various trials, so that the tested genuineness of your faith—more precious than gold that perishes though it is tested by fire—may be found to result in praise and glory and honor at the revelation of Jesus Christ. (1 Pet. 1:3–7) Heavenly Father, today I need a fresh supply of persevering grace, for the “all kinds of trials” of life are sapping my spirit and weighing me down. I need to be reassured that you are refining my faith and not just ignoring me. I feel tired, weary, disillusioned, and a simmering anger is emerging in my spirit. A part of me just says, “Buck up, you woozy whiner!” But I think the gospel offers a better way. Honestly, I’m embarrassed to even speak of my trials, because I didn’t go to sleep hungry or thirsty last night, I didn’t hear gunfire echoing through my neighborhood, there’s no plague pillaging my community, I don’t live with the fear of my children being sold into slavery, and my government isn’t threatening the exercise of my faith. These are realities with which many of my brothers and sisters in Christ live on a daily basis. For me, it’s more like swimming in a pool of tiny piranha just nibbling away at my joy, energy, and peace. Please give me grace perfectly suited for the demands and the dailiness of normal life—in this body with aging joints and a leaking memory; among fellow sinner-saints who, like me, love inconsistently; in unresolved stories from the past and present of brokenness and weakness; in the face of minor injustices and a lack of common mercies; when cars, plumbing, air conditioners, and other stuff just break; when people don’t say “thank you,” people drive like maniacs, and pets pee on the carpet. Lord, in all these things, I want your hand and heart to be at work. I want to know what a man of faith looks like, not just when I am praying for daily bread or facing a firing squad but when I’m living out the implications of the gospel in the daily messiness of normal life. I pray in Jesus’ tender name. Amen.

One day in 1885, the twenty-three-year old Henry Ford got his first look at the gas-powered engine, and it was instant love. Ford had apprenticed as a machinist and had worked on every conceivable device, but nothing could compare to his fascination with this new type of engine, one that created its own power. He envisioned a whole new kind of horseless carriage that would revolutionize transportation. He made it his Life’s Task to be the pioneer in developing such an automobile. Working the night shift at the Edison Illuminating Company as an engineer, during the day he would tinker with the new internal-combustion engine he was developing. He built a workshop in a shed behind his home and started constructing the engine from pieces of scrap metal he salvaged from anywhere he could find them. By 1896, working with friends who helped him build a carriage, he completed his first prototype, which he called the Quadricycle, and debuted it on the streets of Detroit. At the time there were many others working on automobiles with gas-powered engines. It was a ruthlessly competitive environment in which new companies died by the day. Ford’s Quadricycle looked nice and ran well, but it was too small and incomplete for large-scale production. And so he began work on a second automobile, thinking ahead to the production end of the process. A year later he completed it, and it was a marvel of design. Everything was geared toward simplicity and compactness. It was easy to drive and maintain. All that he needed was financial backing and sufficient capital to mass-produce it. To manufacture automobiles in the late 1890s was a daunting venture. It required a tremendous amount of capital and a complex business structure, considering all of the parts that went into production. Ford quickly found the perfect backer: William H. Murphy, one of the most prominent businessmen in Detroit. The new company was dubbed the Detroit Automobile Company, and all who were involved had high hopes. But problems soon arose. The car Ford had designed as a prototype needed to be reworked—the parts came from different places; some of them were deficient and far too heavy for his liking. He kept trying to refine the design to come closer to his ideal. But it was taking far too long, and Murphy and the stockholders were getting restless. In 1901, a year and a half after it had started operation, the board of directors dissolved the company. They had lost faith in Henry Ford.

TABLE OF GERMAN COMPANIES AND MAIN SS CONCENTRATION CAMPS REPORTED TO BE ACTIVE IN EXPLOITATION OF FORCED LABOR DURING THE THIRD REICH Auschwitz AEG (electronics) [5] Barthl (construction) [5] Bata Schlesische Schuhwerke (leather, shoes, and factory construction) [10] Benton-Monteur-Bau (construction) [10] Berle Hoch- und Tiefbau (construction) [10] Berliner Baugesellschaft (construction) [10] BRABAG (mining, synthetic fuel) [3] Breitenbach Montanbau [10] Borsig-Koks-Werk (coal processing) [10] Charlottengrube (Hermann-Göring-Werke) (tunnel construction) [10] Concordia Kohlenbergwerk (coal processing) [10] Deutsche Gasrusswerke, Gleiwitz [5] [8] Dyckerhoff & Widman (construction materials) [5] Egefeld (construction) [10] Emmerich Machold (textiles) [10] Energie-Versorgung-Oberschlesien AG (electrical construction for Elektrizitätswerk “Walter”) [10] Erdöl Raffinerie Trzebinia GmbH (oil refining) [10] Fürstengrube GmbH (coal mining) [10] Fürstlich Plessische Bergwerks AG (coal processing) [10] Godula (factory construction) [10] Grün und Bilfinger (construction) [10] Gute Hoffnung Janinagrube (coal mining) [10] Heinkel (aircraft components, munitions) [5] [10] Hubertushütte (coal processing) [10] IG Farben—Buna Werke (construction, synthetic fuel) [3] [4] [5] [8] [10] Junkers (aircraft) [5] Klotz und Co. (construction) [10] Königshütte Metallwerke (metal works) [10] Königs- und-Bismarckhütte AG (armored cars and tanks) [10] Krupp (munitions) [4] [5] Krupp—Laurahùtte (munitions) [8] Lasota (tunnel & road construction) [10] Oberschlesische Gerätebau GmbH [10] Oberschlesische Hydrierwerke (construction of synthetic gasoline works) [5] [8] [10] Ölschieferanlagen (oil refinery construction) [8] Ost-Maschinenbau GmbH (OSMAG) (cannon) [2] [5] [8] [10] Pfitzner und Kamper (munitions, loading) [10] Philipp Holzmann (construction) [10] Pluschke und Grosser (construction) [10] Portland-Zement-Fabrik AG (construction materials) [10] Riedel (tunnel and roadbuilding) [10] Rheinmetall-Borsig (munitions) [3] Schuchtermann und Kremer Bau AG (construction) [10] Schweinitz (construction) [10] S. Frankel—Schlesische Feinweberei AG (textiles) [10] Siemens-Schuckert (electronics for aircraft) [2] [3] [10] Union Metallindustrie (munitions) [4] [5] Vacuum Öl (oil refinery) [5] [10] Vereinigte Aluminiumwerke (aluminum) [5] Wayss und Freytag (construction) [10] Zieleniewski (munitions) [10] Zwirnfabrik G. A. Buhl und Sohn (textiles) [10]

I was expecting to find a scooter company. One of those trendy, battery-powered skateboard or Segway-like rolling transporters used in place of walking. What I found was something entirely more audacious.  PPS was developing a jetpack. An actual jetpack. One of those James Bond, Buck Rogers, Rocket Man-style engines you strapped to your back and flew with. I supposed the Space Coast location should have been a tipoff, but I missed that clue. The PPS website was just a Work In Progress placeholder, but I did find a few other companies in the niche, and one had a very impressive video. It showed a man flying over rivers and lakes using a device that looked exactly like what the comic books predicted. At first I thought it was faked, but it proved to be real. USA Today confirmed it in a front page story on November 11, 2015 titled “Man on jetpack flies around Statue of Liberty.”  That meant the core Iron Man technology had existed for years. If a fatal flaw hadn’t been found, it would now be in the refinement and regulatory approval stage. It occurred to me that between jetpacks and drones and hover boards and self-driving cars, the Department of Transportation had to be hopelessly swamped. The world was evolving at an incredible pace. It was no wonder that so many people

I can bring a glass of water smoothly to my lips because practice has taught me just how much contractile effort and speed is necessary to lift it and carry it through the air without either dropping it or throwing the water towards the ceiling. This familiar feel for the resistance of the glass of water, and for the appropriate muscular effort to both overcome that resistance and remain in constant control, are functions of the variable settings of the inhibitory response of the Golgi tendon organs. And I use this reflex mechanism every time I use a screwdriver or a wrench, row a boat, push a car, do a push-up or a deep knee bend, pick up an object—in short, every time I need a specific amount of effort delivered in order to accomplish a specific task—any time “too much” is just as mistaken as “too little.” This includes, of course, almost all the controlled uses to which I put my muscles. Now in order to be helpful in all situations, this variable setting of the tension values which trigger the reflex must be capable of both a wide range of adjustment and rapid shifts. Objects that we need to manipulate with carefully controlled efforts may be small or large, light or heavy. Building a rock wall can require just as much finesse and balance as building a house of playing cards, but the levels of tension which require equally sensitive monitoring are very different in each case. Since these relative tension values can be altered rapidly at will, and are refined with practice, it seems evident that they can be controlled by higher brain centers. This is presumably done through descending neural pathways which can generate impulses that either facilitate or inhibit the action of the Golgi/motor neuron synapses. In this way, control signals from higher nervous centers could automatically set the level of tension at which the muscle would be maintained. If the required tension is high, then the muscle tension would be set by the servo-feedback mechanism to this high level of tension. On the other hand, if the desired tension level is low, the muscle tension would be set this level.9

On July 1, after a week of working out and relaxing in Poughkeepsie, the boys packed up their possessions, loaded the Husky Clipper onto a baggage car, and headed for the 1936 U.S. Olympic trials. By six that evening, they had arrived at Princeton and entered the world of the Ivy League, a world of status and tradition, of refined tastes and unstated assumptions about social class, a world inhabited by the sons of bankers and lawyers and senators. For boys who were the sons of working-class parents, this was uncertain but intriguing terrain.