text:
December 23, 2011 (Game 33, Home Game 15)
Madison Square Garden – New York, New York
1st 2nd 3rd OT Final Click Here For:
Philadelphia Flyers 0 0 2 – 2 Game Summary
New York Rangers 0 2 2 – 4 Event Summary
Team Notes:
- The Rangers defeated the Philadelphia Flyers, 4-2, tonight at Madison Square Garden to extend their winning streak to four games, and move into first place in the Atlantic Division standings. The Blueshirts are currently second in the Eastern Conference standings, trailing Boston by just one point.
- New York improved to 21-8-4 (46 points) on the season, which includes a 10-3-2 mark at home.
- The Rangers' eight regulation losses are the fewest in the league, and New York ranks second in the NHL with a .697 winning percentage.
- This is the latest the Rangers have been in first place of the Atlantic Division standings since the 2005-06 season, when New York held the top position through game #80 on Apr. 13, 2006.
- The Rangers have registered at least one point in 20 of their last 25 games (18-5-2), and have out-scored their opponent, 83-54, during the stretch. The Blueshirts are 6-2-0 in their last eight contests.
- The Rangers improved to 16-1-1 (.917 win%) in games when scoring first. Their .917 win% ranks second in the NHL, while their 16 wins are tied for second in the league.
- New York out-hit Philadelphia, 35-24, with six Rangers players registering three or more hits in the contest. The Blueshirts now rank third in the league with 878 hits.
Player Notes:
- Henrik Lundqvist made 28 saves to improve to 14-7-4 overall, including a 7-3-2 mark at home. He has now held opponents to two or fewer goals in 16 games this season, and is 12-4-1 with a 1.87 GAA, .937 Sv% and one shutout in his last 17 games.
- Stu Bickel registered two primary assists, posted a plus-two rating and was credited with a game-high, six hits to earn second star honors. He has now tallied at least one assist in each of his three games since being recalled on Sunday (four assists over the span).
- Marian Gaborik notched the game-winning goal to extend his goal streak to four games (six goals, one assist over the span). He also posted a plus-two rating in the contest, and is plus-seven during his current four-game goal streak. Gaborik currently leads the league in goals scored with 21 goals on the season.
- Michael Del Zotto tallied two assists, including one on the game-winning goal and one on the power play, and posted a plus-two rating in a game-high, 25:47 of ice time. He has now tallied 13 points (two goals, 11 assists) in the last 14 games, and is tied for third in the NHL (first among defensemen) with a plus-22 rating on the season.
- Ryan Callahan notched a power play goal and registered four shots in 20:45 of ice time.
- He has tallied 13 points (five goals, eight assists) in the last 15 games, and now leads the team in power play goals (six).
- Brandon Dubinsky recorded an assist and a game-high, five shots on goal to earn third star honors. He has now registered three points (one goal, two assists) in the last two games. The Rangers improved to 9-1-2 in games when he records a point.
- Derek Stepan notched the game's opening goal at 10:18 of the second period, posted a plus-two rating and won a team-high, 9-15 face-offs (60%). He has now tallied 13 points (four goals, nine assists) in the last 12 games, and ranks third on the team in scoring with 25 points on the season.
- Ruslan Fedotenko tallied a goal and was credited with two hits in the contest. The Rangers improved to 7-1-1 when he registers a point.
- Anton Stralman recorded the primary assist on the game-winning goal, tied for the team-high with three blocked shots, was credited with four hits and logged a season high, 24:20 of ice time. He has registered three assists in the last two games, and has posted a plus-six rating in the last three. Stralman has logged 20:00+ minutes of ice time in four of the last five contests. Dan Girardi registered the primary assist on Callahan's power play goal, tied for the team-high with three blocked shots and was credited with four hits in 25:35 of ice time.
- Girardi now ranks third on the team in power play assists (six), and is tied for fourth in power play points (seven). His six power play assists ties his career-high, previously established in 2007-08.
Post-Game Quotes:
John Tortorella on winning three division games in four days…
"We put it into a capsule as I said a few days ago. These are the four days, all division games, and we took each day at a time. Tonight was our fourth day and we ended up winning all three of them. I'm happy for the players because they get away from it for a couple of days. It's not a big break, which I'm glad, because you just don't want to stay away from it for too long here, but they should feel good about themselves. Having said that, there are a number of things you have to stay consistent with and we're right back at it against the Islanders (on Monday)."
Henrik Lundqvist on the team…
"It feels like we're more mature this year. We have a great game or a couple good games, we still come out the next night expecting a lot from ourselves. In the past, maybe we got a little more satisfied and a little more inconsistent. This year, I think we demand more from ourselves in the room here. We have more skill and more guys that compete for spots now, so you can't afford a bad night. There are good players right now out of the lineup. And that's what you need all year, guys that expect a lot from
each other. That's what I am happy about right now: the way we show up every night."
Ryan Callahan on tonight's game…
"It had that playoff-type atmosphere 30-something games into the season. You don't see that too much. The crowd was into it, bodies were getting thrown around. We love playing these types of games."
Team Schedule:
- Please note the Blueshirts have scheduled off-days tomorrow, December 24, and
Sunday, December 25.
- The Rangers will return to action when they face-off against the New York Islanders on Monday, December 26, at Madison Square Garden (7:00 p.m.), in their fourth
- consecutive game against an Atlantic Division opponent. The game will be televised live on MSG Network and can be heard on 1050 ESPN Radio.
- Prior to Monday's contest, the Blueshirts' morning skate is scheduled for 11:00 a.m. at Madison Square Garden.


text:
Sunday, December 2, 2012
Retirement for Aapla Sachin?
23 comments:
- Jogeshwar said...
I have always been an ardent fan of Michael Schumacher. He was the one who got me interested in motorsports. Schumacher did a lot to restore German pride. I guess sports legends don't like to fade away just like that. The following quote by George Orwell describes sports exactly the way it is 'Serious sport has nothing to do with fair play. It is bound up with hatred, jealousy, boastfulness, disregard of all rules and sadistic pleasure in witnessing violence. In other words, it is war minus the shooting.' Sachin is fortunate for most other sports are unforgiving to age, where reaching thirties is the end, a gymnasts' career lasts much less hitting peak at 22 or even at 18.
Even the Bollywood Kings don't like to quit and make way for new stars. B Queens come and go, but their counterparts refuse to let go, I fail to understand this intriguing anomaly.
Your conversation with Netaji is quite witty and piquant. Oh yes, Spittoons for government offices does make a lot of sense.
- December 3, 2012 at 9:23 AM
- Ireland Florist said...
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- December 3, 2012 at 10:43 AM
- Netherland Florist said...
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- December 3, 2012 at 12:53 PM
- Noopur said...
Nice post
- December 3, 2012 at 1:41 PM
- ekta khetan said...
Sachin should not retire...we want to see him play as much we want to hear lata mangeshkar in spite of fab new voices coming...there' a class n they r classic...what say? :)
- December 3, 2012 at 4:11 PM
- Another Kiran In NYC said...
I could not read your netaji conversation. I couldnt enlarge it. Sachin should retire if he is no longer steller. Is he? I dont follow cricket so much. But even if he does not want to leave first class cricket, surely he does not get automatically selected for the side for just existing? Surely the team selectors can see if he is not playing at his best.
- December 3, 2012 at 5:40 PM
- Another Kiran In NYC said...
For a non sporting, non race track building (except for the very recent gurgaon budwhatever), non race car engineering and non driver producing (except of Kartikeyan and the billion bad drivers), nation... I have never understood the decade long desi preoccupation with foreign car racing or foreign soccer teams. How does Le Mans or what Arsenal or Chelsea do figure in the lives of amm aadmi? Why does homegrown Mohan Bagan or East Bengal football remain on the fringe? Why are the paying fans so ridiculous?
Perhaps I have caught the American attitude towards racing which is pretty much sniffed at as lucrative but extremely declasse.
- December 3, 2012 at 5:52 PM
- Ambika said...
Yup, even I couldn't enlarge the mag articles posted here. Can someone tell how to make them readably large?
- December 3, 2012 at 5:57 PM
- Andrew said...
Dear Ms. Shobhaa De,
I am a regular reader of your Saturday's column in Deccan Chronicle, and I relish your articles on various topics.
Though I am far from being an MCP, I'm tempted to say you are the only female fan among millions of Sachin's to boldly ask him to retire.
I've attached a few of my scribbles written in non-prose form on Sachin's retirement, which I hope you would find interesting.
With regards,
Yours sincerely,
N. Swaminathan.
- December 3, 2012 at 7:56 PM
- Andrew said...
Feel don't you your reflexes are failing?
Can you make out if the ball's swinging or spinning?
Can't like a tiger anymore on the ball pounce,
You, any bowler on any day easily can trounce.
Mounting is pressure to vacate your slot,
It's now the bowler who's calling the shot.
Drunk with arrogance born of power,
Don't you hear shouts of 'Go, go' from the top of tower?
Cash in your bank account, hard to count,
Still many more millions you want to mount?
Let not your ego tie you up in a knot,
Start walking before you score another naught.
At least in Eden Garden, let your bat talk,
Otherwise, hurry, pack your kit and walk.
Make room; impatiently waiting's the next fellow,
Let not your will lie low, and wield the willow.
David's gone, so has Laxman, Ponting's going,
We ask why're you still staying and staring.
Remember cricket still's a gentleman's game,
It's not money honey but everlasting name.
-N. Swaminathan.
- December 3, 2012 at 7:58 PM
- Pooja Rathore said...
De couldnt read your interview except the words in bold print,loved your photo looking stunning.even older interviews i had to strain my eyes to read ,i managed somehow thinking there must be some problem with my laptop,but reading other blog friends post,even they are facing the same problem.
About sachin paaaji honestly iam bored, a taurean( a fixed sign) by sun sign no point telling him anything its a stubborn sign he will do what he feels right or when he feels right till then .......or as you put the selection commitee shows him out.let see.i know you have been putting in your column about this retiring thing but you may feel tired of writing about his pending retirement but sachin paaji will retire only when he wants to if we leave the decision to him.
- December 3, 2012 at 11:14 PM
- Jogeshwar said...
@all those who couldn't read the interview, just right click on the image, then choose the option open in a new tab/page. There you have it a magnified image I.e. original size.If still you didn't get it here's the link, copy and pastyour browser http://3.bp.blogspot.com/-gKn6ScMDsvY/ULuQjZxCX_I/AAAAAAAACL4/1LJNQHhlaQs/s1600/Sethji,+Hello+(Monthly),+Mumbai,+Nov12.jpg.jpg
- December 4, 2012 at 2:31 AM
- Andrew said...
Sachin's Epitaph
Go Sachin, go, before it's too late,
Everything has but an expiry date,
Time to say goodbye, dear mate,
Who can alter the whims of fate?
-N. Swaminathan.
- December 4, 2012 at 7:04 AM
- Manjiri Kale said...
It's depend on sachin. If he his feeling fit then no one is stop him.
- December 4, 2012 at 11:56 AM
- Unknown said...
Sachin Should Retire ... This why he should retire :
- December 5, 2012 at 8:14 PM
- Unknown said...
your post is very nice and beautiful and.καρεκλεσ γραφειου
i got many tips ideas from your pot thanks for sharing
- December 8, 2012 at 1:16 PM
- Ishika Roy said...
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- December 8, 2012 at 3:50 PM
- Piyush Pandey said...
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- December 10, 2012 at 12:44 PM
- Irene Jennings said...
Little Master has announced his retirement from all forms of cricket. I am sad to hear the news, the business still needs him.
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- January 5, 2013 at 11:21 AM
- city said...
thanks for share.
- January 16, 2013 at 7:36 AM
Awesome Article
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- December 16, 2013 at 4:22 PM
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- July 2, 2014 at 2:26 PM
- debarshi said...
u also should have said how sachin always plays for india like his painful 100th 100!
- March 20, 2017 at 4:52 AM

subset: commoncrawl


text:
Thanks to MODERN Facebook fan Vladmir Nogers for sharing his triple-dipped red technique.
Symone is a natural level 6 with previous highlights and lowlights. A protein reconstructor was used first to even the porosity. Then, he applied Redken Shades EQ, equal parts 07CB, 07G and 09AA with activator to freshly dried hair, then rinsed and dried. This made a warm dark blonde color and prepared the hair for an even color.
"I always use a demipermanent when darkening the hair because there's no need for lift and the hair is usually already compromised," he says.
Next, he pre-pigmented the ends with a vibrant copper, because he wanted the ends to be more vibrant just like a natural redhead. "I used equal parts Wella Color Touch 9/3 with 8/4 mixed with distilled water and applied it to the porous ends. Then I applied 1 part Color Touch 7/73 + 1 part 9/3 + 3 inches 8/4 + 2 parts Intensive Emulsion (14 Volume) to the dark roots only. To the leftover formula I added 1/2 oz. of 9/3 and 1/2 oz. water. I applied the rest of the formula to the mid-lengths and ends."
After the hair was rinsed and conditioned, he applied a leave-in conditioner to help the condition of the hair.
"To maintain this look I'll use the same first Color Touch formula for the new growth and then apply Redken Shades EQ 06AA + 07C and activator for the rest of the hair shaft."
WE WANT TO SEE YOUR WORK! Want to be modernsalon.com's next featured artist? Send your work, and info on how you did it (color formulas, steps on styling or cutting method, etc) to MODERN's Alison Shipley firstname.lastname@example.com.
For reprint and licensing requests for this article, Click here.


text:
The NCAA tournament's television ratings for the regional semifinals and finals are up 13 percent from last year.
The games Thursday through Sunday on CBS and TBS averaged a 7.0 rating and 14 share, up from a 6.2/12 last season.
CBS and Turner said Monday the tournament is averaging a 6.2/13 overall this year, the best since 2005.
Ratings measure the percentage of American homes with televisions tuned into a program. Shares represent the percentage of those with TVs in use at the time.


text:
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text:
My post on the attempted terrorist attack on the Christmas flight into Detroit beat on the officials who, in the aftermath, put numerous ridiculous restrictions into place that in no way improved security for the flying public but did manage to make the miserable experience that commercial flying has become into a more miserable experience.
My theory was that having done little to nothing meaningful to improve real security in airports since the tragedy of 911 they had to come up with some kind of a short-term plan to convince the world that in actual fact they had a handle on the situation. Their solution was to come up with a lot of dumbass restrictions on the paying customers that would make air travel so inconvenient and so difficult that the flying public could only assume that their new rules and regulations had merit. After all, why would anyone deliberately make your life that miserable for no good reason?
But then I looked at the killings on the Fort Hood army base in Texas by another terrorist and the security measures that were put in place after it was over.
There is a pattern.
On November 5, this year, an army psychiatrist, Major Nidal Malik went on the Fort Hood army base and shot and killed 13 people and wounded 30 more. He was stopped by the courageous action of a female police officer, the first armed responder, who engaged Malik and with the help of a 2nd officer put him out of commission, although she was wounded as well in exchange. Malik lived.
As the investigation of the event progressed it was discovered that Malik had sent e-mails to a radical Yeman cleric where discussed the killing of American soldiers by Muslims serving in the US forces. This information was intercepted by US Intelligence who passed it on the the army, but nothing further was done.
There were other hints as well.
There was the classroom presentation that justified suicide bombings. Comments to colleagues about a climate of persecution faced by Muslims in the military. Conversations with a mosque leader that became incoherent.
Danquah assumed the military's chain of command knew about Hasan's doubts, which had been known for more than a year to classmates in a graduate military medical program. His fellow students complained to the faculty about Hasan's "anti-American propaganda," but said a fear of appearing discriminatory against a Muslim student kept officers from filing a formal written complaint.
There were problems, people knew there were problems and nothing was done.
So when the facts were in and all was said and done, what solution did the military come up with to make sure nothing like this could happen again on the Fort Hood army base?
Fort Hood officials announced Thursday a new command policy regarding registration requirements for privately-owned firearms was signed into effect Tuesday by Lt. Gen. Robert Cone, III Corps and Fort Hood commander.
The policy, and Fort Hood Regulation 190-11, requires all service members and their families living, residing or temporarily staying at Fort Hood to register any privately-owned firearms kept on post with the Directorate of Emergency Services, a Fort Hood press release states.
The announcement comes more than a month after the Nov. 5 massacre on post claimed the lives of 13 and injured more than 30 – victims were shot by a soldier using a privately-owned firearm.
The new policy details how soldiers, family members and even civilians must go about reporting privately-owned weapons being taken on post.
"Service members living in barracks or in post temporary housing must notify their immediate commander of the possession of POFs and keep the weapon in their respective unit arms room in accordance with Army Regulation 190-11 and Fort Hood Regulation 190-11," the policy reads.
Under the new policy, service members and their families living, residing or temporarily staying at Fort Hood are required to immediately notify DES of any "sale, purchase, trade, gift, exchange or any other action that changes the ownership or long-term possession of a POF kept on the installation."
Besides detailing the responsibilities of service members, the policy additionally states that "all persons, whether service member or civilian, who intend to transport a privately-owned firearm onto Fort Hood must first register that firearm with DES."
It goes on to state that when entering Fort Hood, all persons are required to declare to access control point personnel that they are bringing a privately-owned firearm onto the installation.
"POFs being transported onto Fort Hood will, at all times, be accompanied by post registration documentation and are subject to inspection," the policy states.
The announcement Thursday specified that the new policy is "punitive in nature" and applies to all III Corps and Fort Hood service members, major subordinate units, tenant activities and family members across Fort Hood.
In the aftermath of a tragedy that was begun by an army officer who came on to the base with the sole intent of murdering as many people as possible and was only stopped by the arrival of two armed police officers, the army's solution is to crack down on legitimate gun ownership on the base.
Unlike the new restrictions on the flying public that would inconvenience them even further while actually providing no increase in actual security, the army brass went one step further. Their new security regulations would ensure that a terrorist of the same ilk as Hasan would again have the opportunity to gun down his comrades with impunity until hopefully someone who was allowed to be armed on the base came forward to stop the carnage.
If this is the clearheaded military thinking that is leading the troops in Afghanistan and Iraq then the troops are in serious trouble.
In a 4 part article (1,2, 3,4) in the Examiner.com on the new Fort Hood firearms regulations, the author concludes:
Unfortunately, "the obvious" solution is not necessarily the easy solution; anyone who tries to create a culture that demands loyalty and willingness to follow orders in the U.S. military will certainly face charges of fascism, McCarthyism, racism, and any other -ism that seems likely to damage a reputation. Although there's still time for more substantial changes to be made, Fort Hood's new regulations are worrisome signs that the powers that be think they can avoid doing the hard work of getting rid of terrorists in their own midst if only they make a convincing show of cracking down on the weapon the last terrorist used . . . but even if the next terrorist grants us the courtesy of doing only what he saw on TV the last time, it's hard to see how that could be enough.
All of which leads me to modify my thinking to accept the fact that there is probably no deviousness in the new airline regulations nor the Fort Hood gun rules. I think, as the author of the Examiner article says, there is a natural inclination to look for the easy solution but apparently little to no ability to analyze that solution to assess whether it will actually have any effect on the problem. And there is absolutely no inclination to try and deal with the realities.
It is always easier and safer to penalize the innocents and simply ignore those that cause the problem.


text:
Monday, August 3, 2009
Where in the West: August09
It's time for Where in the West again! For the August 2009 version of WITW, we have the above unknown area located somewhere in the west - that would be somewhere in the western part of North America. The two photos show a mountain, seen from both the north and the south. I'll leave you excellent geologists, geographers, and other players to determine north v. south from slope aspect effect: these photos were taken within a day of each other.
Where is this mountain, what is its name, and why would I bother to take a picture of it (other than that I seem to take pictures of everything - no fair using that as a reason!). Another good question to consider: is this mountain an example of an erosional, depositional, or tectonic landform?
7 comments:
- Lockwood said...
Looks like Broken Top in central Oregon. If it is, the answer to answer to the closing question would be "yes." Tectonics led to the volcanism that created the magma, then lava that erupted to construct the the peak, then it has been modified, particularly by glaciation on the north face- I've been up into that cirque!
Assuming it is Broken Top, of course.
- Monday, August 3, 2009 at 2:54:00 PM PDT
- Lockwood said...
Forgot to subscribe to comments
- Monday, August 3, 2009 at 2:55:00 PM PDT
- Ron Schott said...
Lockwood beat me to it. I'm pretty sure he's nailed it. Looks like it might be a nice target for a GigaPan in the next couple of days. Where was the south side view shot from?
- Monday, August 3, 2009 at 3:02:00 PM PDT
- Silver Fox said...
Wow, that was fast, less than an hour. Lockwood wins! And I think your answer including all three types of landforms is great, although strictly speaking it's probably not a tectonic landform, definitely had a tectonic cause, however (subduction).
- Monday, August 3, 2009 at 3:37:00 PM PDT
- Silver Fox said...
Ron, on Google Earth, the road is called the Cascade Lakes Highway, which is the road that goes just north of Mt. Bachelor. It leaves the SW part of Bend as SW Century Drive (per Google Earth). 44 degrees 0.250 minutes N; 121 degrees 40.060 minutes W - there is a large, rocky clearing on the right side of the road just a little past the NE slope of Mt. Bachelor, with a nearly due north view of the south side of the mountain.
If you've got 4WD, a forest service road or track takes off about 1.5 miles past the clearing. Don't know about views from that road or how good it is. It starts in the trees.
- Monday, August 3, 2009 at 3:59:00 PM PDT
- Wolynski said...
Wow, beautiful photos. Don't know where it is, but I must go there.
- Tuesday, August 4, 2009 at 12:26:00 AM PDT
- Silver Fox said...
Glad you like it. It's in east-central Oregon near Bend, with the lat-lon location for the viewing area listed just above.
- Tuesday, August 4, 2009 at 11:28:00 AM PDT


text:
The Ultimate Steering Guide
Get A Grip On The Fundamentals Of Control.
When looking for guaranteed ways to transform the handling and driving characteristics of a muscle car, most rodders go straight for suspension upgrades. While that's not an incorrect plan of attack, the issue is that far too many will stop there and forgo the upgrades to the one system that most completely transforms the feel of a car: the steering.
Fundamentally speaking, steering is the result of transforming rotational input from the steering wheel into lateral motion through the use of a recirculating ball-type steering gearbox (an evolution of the earlier worm and sector design) or a rack-and-pinion. In other words, it's the one input that determines how quickly and how precisely your car reacts. After all, what good is a state-of-the-art suspension if the sloppy steering has the responsiveness of a school bus?
There have been a great deal of advances in technology and better implementation of the fundamental components of steering design since the muscle car glory days. From the factory, steering is typically adjusted for the lowest common driver, so to speak, and that was even more the case in the past when suspension and tire technology were more primitive. Making a car steer like a barge kept people out of trouble. Nowadays, suspension and tire technology, combined with vastly improved steering systems, have advanced vehicle dynamics to the point that today even the cheapest commuter box can typically out-handle the best tuned muscle cars in a stock-versus-stock comparison. Sad, but true. However, don't despair; there are plenty of companies crunching the numbers and working to bring 21st century handling to 20th century hot rods.
There are quite a few advanced steering conversions out there that require entire suspension swaps to perform, but we know few people want to re-invent their front suspension just to update the steering, so we only took a look at kits and upgrades that can bolt into an otherwise stock muscle car with little to no modification. You'd be surprised how difficult that can be to design since so many things need to be considered.
At a glance, steering is a deceptively simple looking system, but the real trick of geometry is getting all of the ratios present in the individual parts of the system to coordinate and create that familiar reassuring feeling of control. So what exactly are these guiding principles that aftermarket manufacturers have to keep in mind when designing upgrades to increase steering performance? Trust us, steering theory gets thick with advanced geometry and physics quickly, and complicated equations abound, but the good news is that you don't have to be a mathematics protg, engineer, or race car chassis designer to have a strong grasp of some of the basic concepts and how they apply toward making your car perform better.
Rack-and-Pinion Conversions
What models are covered?
'641/2-68 Mustang
What do you get?
Kits include a power rack, mounting brackets, U-joint assembly, power steering hoses, and a complete hardware kit.
What options are available?
Chrome ididit steering columns are the only option available.
Why should I buy it?
Aeroform says their kit installs with basic handtools in approximately three hours and uses existing or readily available power steering pumps and bracket. Plus, at 2.5 turns lock-to-lock, Aeroform claims it's the quickest ratio steering rack on the market and saves significant weight over the original steering system.
Are any modifications required?
Absolutely no cutting, welding, or drilling is required if purchased with the steering column, but stock columns will require minor trimming.
How do I buy it?
Direct from Aeroform, on the website or by phone
How much does it cost?
$895 for the basic kit, $1,495.95 with the chrome column
Church Boys Racing
What models are covered?
'62-67 Nova
What do you get?
The base kit includes a 1? x .125 wall tubular crossmember that replaces the flex-prone stocker, ididit paintable tilt column, plug-and-play wiring harness, floor support bracket, manual rack with billet aluminum rack clamps, Heim joint rear-mounted strut rods (fronts are eliminated), billet steel steering arms, and Borgeson steering joints.
What options are available?
The full conversion package includes the exclusive 1?-inch Church Bar sway bar, as well as tubular lower control arms equipped with chromoly Teflon rod ends (F/K bearings), new eccentric bolts, and Moog ball joints.
Why should I buy it?
The rack installs far forward in the chassis instead of the usual location under the engine, which means that a stock front sump, or any rear sump oil pan, can still be used. The extra room also clears LS swaps and can even accommodate inline-sixes if a 230 or 250 rear sump pan is used. No ground clearance is lost either, thanks to the high mounting location achievable with the custom steering arms. Lock-to-lock steering is reduced from 4 turns to 33/4, which resulted in 2 mph and .66 seconds improvement in the slalom on a station wagon test car.
Are any modifications required?
With the base kit, the forward rubber mounted strut rods are eliminated and replaced with a stronger, rear-mounted system. The passenger strut rod bolts up with a supplied mounting plate that uses existing boltholes from the stock steering, but the driver side requires drilling four ?-inch holes in the lip of the frame.
How do I buy it?
From Church Boys or from one of the authorized dealers listed on the main website
How much does it cost?
$1,600 for the base package, $2,200 for the full package
Dearborn Classics
What models are covered?
'64-65 Comet
'64-67 Fairlane, Ranchero
What do you get?
The rack-and-pinion unit, the mounting brackets, the centerlink, power steering hoses, U-joints to attach the unit to the steering shaft, and assorted hardware
What options are available?
Options aren't really necessary, since the rack is designed to work as either manual or power. To use it as a power rack, plumb it into a pump using the provided hoses. To use it as a manual rack, fill the unit with fluid and put pipe plugs in the hose holes. The rack-and-pinion kit can also be packaged with Dearborn's Mustang II-style front suspension.
Why should I buy it?
Engineered to integrate with stock components with ease, Dearborn says the kit installs in an afternoon with proper tools. Since proper geometry is retained, bumpsteer is not an issue.
Are any modifications required?
This rack-and-pinion system was designed to work with auto trans, column-shift cars, but there is an adapter kit that will work for four-speed manual trans, floor shift configurations. It does not fit column-shifted cars. Depending upon the age and condition of the original power steering pump, an upgrade may be required to provide adequate pressure for low-speed turning.
How do I buy it?
Direct from Dearborn Classics, through the website or by phone
How much does it cost?
Price: $950
Flaming River
What models are covered?
'65-70 Mustang (also manual rack conversion for '79-10)
'55-57 Thunderbird,
'60-64 Galaxie
'55-57 Chevy,
'67-81 Camaro,
'68-72 Chevelle/ El Camino and GM A-body
'62-67 Nova, '63-82 Corvette
Steering Box Upgrade
'63-82 Corvette,
'66-82 A-, B-, C-, and E-body Mopars
What do you get?
Cradles vary from car to car for the rack-and-pinion conversion, and some systems will use center-mount travel bar-style racks, while others use end mounts, but all come with an application-specific cradle, rack-and-pinion, Grade-8 mounting hardware, wiring connectors, universal joints, and shaft support bearing. A new steering column is included when necessary, otherwise the original is retained and modified slightly. Power steering kits add a power steering pump with billet bracket and pulley, and polished aluminum mounting reservoir (hoses are sold separately).
What options are available?
Rack-and-pinion conversion kits are available in either manual or power for most applications, and either a small- or big-block design for first-gen Camaros. 1962-'67 Novas can choose between front or rear steer, while '65-70 Mustangs have options to accommodate Granada spindles and the original-style four-speed linkage. Custom headers specifically designed to clear the rack-and-pinion cradle are available for most GM and Ford kits with small-block engines.
Why should I buy it?
Thanks to a wide array of in-house designed and manufactured steering related parts-including their own columns, steering wheels, rack-and-pinion systems, and steering boxes-Flaming River is one of the few companies that can provide complete branded packages. Also, only new (never rebuilt) parts are used in the kit, allowing stringent quality control. Steering box upgrades are all new as well, and are typically quick-ratio 16:1, except for the Jeep box, which is 20:1.
Are any modifications required?
All of Flaming River's cradle kits, both manual and power, are designed as bolt-ins. No chassis mods, drilling, cutting, or welding is required. Upgraded steering boxes are bolt-in as well.
How do I buy it?
Direct from Flaming River or through the national dealer network searchable on the main website
How much does it cost?
Rack-and-pinion cradle kits start at $1,190; steering boxes start at $259.
Randall's Rack
What models are covered?
'641/2-70 Mustang,
'67-70 Cougar,
'60-64 Galaxie
What do you get?
The base kit includes the rack, new tie rods, hoses, and specific parts needed to connect the steering column to the rack. The complete kit adds a new aluminum pump and pulley with a billet aluminum bracket.
What options are available?
They can be ordered two ways: with power steering pump or without.
Why should I buy it?
According to Randall's Rack, their crossmember is the strongest design on the market with six Grade-8 bolt mounting points. They also position the rack as far to the left as possible to reduce the angle from the column to the rack. The kit uses correct factory geometry and tie-rod length to prevent bumpsteer, while also providing exceptional header clearance for both small-block and big-block cars with either auto or manuals trans. Also, Randall's kits include the only collapsible connecting shaft on the market to connect the steering column to the rack-and-pinion, which adds a degree of safety to cars equipped with non-collapsible columns.
Are any modifications required?
Zero modifications are needed to mount the rack-and-pinion system to the chassis, since the cradle mounts using six original mounting points that secured the steering box, idler arm, and support tube. Minor modifications are necessary for the early long-shaft steering columns.
How do I buy it?
Direct from Randall's rack, either over the phone on the website
How much does it cost?
$1,695 without a new pump, $1,995 with a new aluminum pump
866-597-4662 or 61-2-9907-3755
What models are covered?
'641/2-70 Mustang
'62-69 Fairlane
'60-70 Falcon
'68-71 Torino
'60-71 Ranchero
'69-77 Maverick
'67-70 Cougar
'60-66 Comet
'68-71 Montego
'62-65 Meteor
'60-87 Australian Falcon
'62-87 Australian Fairlane
'71-77 Comet
What do you get?
Kits vary somewhat between models, but all include RRS' rack with mounting brackets, steering column conversion kit with bearings, and an intermediate shaft with U-joints
What options are available?
For those needing a kit that can handle track use, a competition-style power steering pump and braided stainless power hoses with Speedflow fittings are available. Lefthand drive is, of course, an option, since RRS is based Down Under.
Why should I buy it?
Based in Australia, RRS has an extensive model-specific listing of kits for the FoMoCo family. Rather than using the same kit for a similar chassis, RSS prides itself on developing a specific kit for each application on an actual vehicle. For example, the Fairlane chassis has six different part numbers for the three chassis changes Ford made between '62 and '71 (three manual and three power rack part numbers). Plus, all RRS racks have a built-in bumpsteer correction that allows the tie-rod bar to be moved back into correct alignment if the ride height has been altered.
Are any modifications required?
All shorty and mainstream brand tri-Y headers will clear the RRS rack, but some long-tube headers may not fit. Factory four-speed small-block cars will experience steering shaft interference, and will require either a hydraulic or cable conversion. The kit is also not compatible with column shift.
How do I buy it?
Through RRS's American distributor, or direct through the official website
How much does it cost?
Power steering kits start around $2,100.
Total Control Products
What models are covered?
'60-65 Comet,
'67-70 Cougar,
'60-65 Falcon,
'64-70 Mustang,
'60-65 Ranchero,
'66-71 Fairlane and Torino (with minimal fabrication)
'64-72 GM A-body available soon
What do you get?
Kit contents vary slightly depending upon vehicle and column type, but all include the rack, a column component kit (steering shaft, firewall mount and gasket, roller bearing shaft support), intermediate shaft, and U-joints.
What options are available?
Power or manual, small-block or big-block, power steering pump kit, upgrade to steel braided power steering hoses, aftermarket tilt column, billet adjuster tie-rod assemblies, and even righthand drive for those of you who drive on the wrong side of the road.
Why should I buy it?
Thanks to parent company, Chris Alston Chassisworks, TCP has a great deal of research and development at their disposal and have used that to create a bolt-in rack that not only functions like factory, but reportedly has the best header clearance of any rack offered for Mustangs. Also, the rack itself is so strong that when installed, it actually becomes a load-bearing member of the chassis and works to stiffen it.
Are any modifications required?
1965-'67 Mustangs will need to trim the factory outer steering column tube to a shorter length; 1960-'65 Falcons need to drill two holes in each framerail in addition to trimming the steering column tube to a shorter length; 1967-'70 Mustangs are 100 percent bolt-on.
How do I buy it?
Direct from TCP's website or over the phone, or through any authorized TCP distributor
How much does it cost?
Pricing starts at $1,398 for a complete manual rack-and-pinion conversion kit; power racks are priced at $2,098, plus power steering pump kit.
What models are covered?
'67-69 Camaro, '67-69 Firebird
'55-57 Chevy, '68-72 Chevelle
'68-74 Nova, '53-82 Corvette
'641/2-70 Mustang
What do you get?
Parts included with the Steeroids kit are rack-and-pinion, adapter brackets, adjustable tie-rod ends, U-joint assembly, power steering hoses, and Grade-8 fasteners.
What options are available?
Kits are standard packages, but you will need to decide whether to purchase the kit to modify the stock column, or replace it with a bolt-in column.
Why should I buy it?
Steeroids kits have a very low turn ratio, typically under three turns lock-to-lock, whereas stock systems can have up to five turns. That means less struggling with the steering wheel when making maneuvers quickly, such as in an autocross, or more importantly when making evasive maneuvers on the street. Since the kit uses an aluminum housing and aluminum tie-rod links to replace the factory steel parts, a Steeroids kit typically reduces weight by 20-25 percent. Also, rather than retaining the factory non-adjustable tie-rod ends, Steeroids kits use adjustable tie rods to help eliminate bumpsteer and allow additional steering tuning.
Are any modifications required?
When purchased with a steering column, no modifications are required whatsoever. Those retaining the factory column will need to modify the end. The kits were designed for V-8 auto trans cars, and may interfere with the stock four-speed linkage; cars with manual cable or hydraulic clutch conversion won't have problems. If you are using different spindles than stock (like Granada spindles), let Steeroids know, and they will supply the correct outer tie-rod ends. Also, columns are standard with GM steering wheel splines; Ford-splined columns are an additional $135.
How do I buy it?
Direct from Speed Direct on the main website or by phone
How much does it cost?
Kits start at $1,500.
800-338-9080; www.unisteer.com
What models are covered?
'67-81 Camaro
'70-81 Firebird
'64-72 Chevelle, El Camino, and GM A-body
'62-67 Nova
'55-57 Chevy
'58-64 Impala
'641/2-70 Mustang
'60-65 Falcon
'68-72 B-Body Mopar
'70-74 E-Body Mopar
'28-34 Ford (bolt-in if currently using Vega-style box on a straight axle)
What do you get?
All Unisteer rack-and-pinion Impala kits come complete with all parts needed for installation, including rack, power steering pump kit, steering shaft, and mounting hardware
What options are available?
Packages are engineered per car, so the only optional upgrade is an ididit steering column, power or manual steering, and either chrome or powdercoat finish.
Why should I buy it?
Unisteer kits are designed with simplicity and weight savings in mind. Small, compact, and lightweight, the kit offers maximum ground clearance and can drop up to 65 pounds off the stock front end on some cars. Plus, the rack is designed to match the factory suspension geometry and generate little or no bumpsteer.
Are any modifications required?
No fabrication is required, but some kits do require modification of the original steering column. Also, a new steering shaft is required between the steering column and the rack-and-pinion, and for some cars it must be ordered separately by specifying the year, make, model, engine type, and stock or aftermarket steering column.
How do I buy it?
Direct from Unisteer/Maval or though their large nationwide dealer network
How much does it cost?
Most kits are around $1,500.
Performance Online (POL)
What models are covered?
Rack Conversions:
'55-64 Bel Air/Impala/Biscayne,
'62-74 Nova,
'64-72 GM A-body,
'67-81 Chevy Camaro,
'61-78 Mopar A-, B-, E-Bodies,
'65-70 Ford Mustang
Steering Box Upgrades:
'65-70 Bel Air/Impala/Biscayne,
'68-79 Nova,
'64-77 GM A-body,
'67-81 Camaro
What do you get?
Each kit uses POL's custom rack made to their specs, mounting bracket specific to the chassis, tie-rod ends, steering shaft, and U-joints, plus fittings and mounting hardware. Power steering kits also include bolt-on steering arms. Quick-ratio boxes are sold individually.
What Options are Available?
Kits are available in either power or manual, and with the standard black finish or chrome plated. Steering gearboxes are a standard quick-ratio 14:1 package with no options.
Why should I buy it?
More responsive steering and excellent road feel, plus the conversion is specifically designed for each stock frame to be a bolt-on that maintains factory geometry. Kits also have the correct ball center dimension to eliminate bumpsteer on the power rack kit. Quick-ratio boxes are designed to enhance steering feel thanks to precise specifications and tolerances, but without feeling heavy. The 14:1 ratio decreases steering to roughly 3.0-3.25 turns lock to lock.
Are Any Modifications Required?
All kits are direct bolt-on applications, so no chassis modifications are needed. POL will need to know the type of transmission and shifter, as well as small- or big-block and the type of headers or manifolds used. Some quick-ratio box upgrades may require a different pitman arm for proper geometry.
How do I buy it?
Online through PerformanceOnline.com or via catalog, or by phone
How much does it cost?
Starting at $639.99 for the rack-and-pinion conversion, $249.99 for the quick-ratio steering box
What models are covered?
'55-64 Chevy, '63-72 Chevy II
'63-82 Corvette, '641/2-04 Mustang
'66-77 Bronco, '70-04 Ford truck
'74-08 Chevy truck, '79-08 Dodge truck
'72-06 Jeep, '50s and '60s Fords are in the works
What Do You Get?
Borgeson's power steering conversions seek to make things as factory looking and feeling as possible, so a new rag joint is used on the original column to connect to the modern steering box and a new splined shaft is included, when necessary. Manual steering conversions will get a mounting bracket and power steering pump with hoses; original power steering cars will only need the hoses. Remanufactured boxes are chemically cleaned, inspected, and refinished, and all components are adjusted to exceed factory specifications.
What options are available?
Chrome ididit columns are available for some cars for manual boxes or power steering conversions.
Why should I buy it?
Borgeson says the use of a modern fast-ratio power steering gear as a starting point brings the benefit of variable assist and true, modern power steering feel and response that cars originally equipped with slave-cylinder systems lack. In addition, Borgeson power steering conversion boxes maintain the original ground clearance, simplified steering linkage, and a close-to-stock appearance underhood.
Are any modifications required?
Remanufactured manual boxes are stock parts, so they are all bolt-ins. Some power steering conversion kits require a replacement column shaft, or collapsing the factory column 1 to 2 inches for clearance. Mustangs originally equipped with power steering will require either a drag link adapter, or a manual steering centerlink; early cars will need to have the steering shaft replaced.
How do I buy it?
Direct from Borgeson on the website or by phone
How much does it cost?
Power steering conversion kits start at $898.28
704-662-3272; www.detroitspeed.com
What models are covered?
'67-92 Camaro,
'67-92 Firebird,
'68-74 Nova,
'64-72 GM A-body
What do you get?
A brand-new steering box (not a rebuilt stocker) with completely revised internals using a low-friction gear design.
What options are available?
Bare steel finish or ceramic coating
Why should I buy it?
DSE designed their box to nearly match rack-and-pinion steering performance with a bolt-in 12.7:1 ratio steering gear. This box can be used to replace the common Saginaw 800-series power steering boxes used on most GM cars from '64 to '92.
Are any modifications required?
Despite being a clean-slate design, the DSE 600 steering gear is a direct bolt-on. A new 3/4 x 30-spline rag joint is needed with the box, however.
How do I buy it?
You can buy it direct from Detroit Speed, or one of their authorized dealers.
How much does it cost?
Bare is $495, ceramic coated is $575
Classic Performance Products (CPP)
714-522-2000; www.classicperform.com
What models are covered?
'67-79 Camaro,
'64-76 Chevelle,
'65-76 Chevy car,
'68-79 Nova
What do you get?
CPP's power steering gearbox is a completely new design with revised geometry inside for a more modern steering feel.
What options are available?
Rubber or stainless braided hoses, new power steering pump (recommended), pitman arm, and rag joint
Why should I buy it?
The firm feeling 14:1 ratio is a moderate ratio that's perfect for everyday driving, while still inspiring confidence for those who want to push things to the limit.
Are any modifications required?
In a few applications it will require a different pitman arm and fitting adapters.
How do I buy it?
Buy direct or through any of CPP's 200 dealers. Call for information on the dealer closest to you.
How much does it cost?
$379.95 for the box without pump
Power Steering Services
What models are covered?
Just about any car that uses an 800-series Saginaw power steering box from the '60s to the '80s is covered.
What do you get?
In the fast-ratio conversion, boxes receive a brand-new Saginaw worm and piston with 12.7:1 ratio, new bearings, Teflon O-rings, seals, and the shafts are polished to a mirror finish. Also, all boxes carry a lifetime warranty on parts and workmanship.
What options are available?
Ratios are available in 14:1 or 12.7:1, and boxes can get the Extreme Detailing Service, which steps it up from the standard finish.
Why should I buy it?
Each box is tailored to the customer's need, including making sure that the internal stops match the car's steering geometry. If you don't like how the new ratio feels, Power Steering Services will reinstall your old ratio, remove the upgrade charge, and pay shipping both ways. In 15 years, no one has ever taken them up on it.
Are any modifications required?
The box is stock, so no changes are needed.
How do I buy it?
Direct from Power Steering after a brief discussion of your car and your expectations
How much does it cost?
Standard rebuilds start at $225, fast-ratio upgrades start at $325. Add $40 for the Extreme Detailing Service.
Steering Box Upgrades
Not ready to step up to rack-and-pinion, or just want to maintain the originality of your car? There are several good choices out there for a drop-in steering box upgrade. In most cases, an updated quick-ratio box with a modern spool valve can provide as much as 90 percent of the improvement that a rack-and-pinion conversion provides. Plus, installation tends to be a much easier affair, with little or no concern about a loss of turning radius, header clearance, or transmission compatibility.
Early on in the invention of steering systems, most were arranged in a more or less parallel design, meaning that both front wheels turned the same amount in a turn. This works well for low-speed performance, like in the buggies and carts it was originally designed for, but it causes a great deal of problems as speed increases.
Boiled down to it simplest form, the Ackerman concept orients steering angles so that all four wheels rotate around a common point in a turn that correlates with the rear axle. To accomplish that, the front wheel on the inside of a turn rotates more than the outside wheel. Why is that a better design? First, imagine a circle. Now, imagine the outside tire of a car is following the outline of the circle. The inside tire has less distance to cover since it is further inside the circle. In a parallel steering arrangement, the wheels actually end up fighting against one another since the inside wheels want to trace the same line as the outside and end ups scrubbing. In a pure Ackerman arrangement, the inside wheels turn a tighter radius to compensate and create a condition where each tire can cover the correct amount of ground. This arrangement is ideal for most situations, and every car on the road today uses some variation of the Ackerman principle in their steering design.
Things do get quite a bit different in the world of road racing and circle track as pure Ackerman is not necessarily the desired arrangement since many other factors come into play, and energy carried into a turn is far greater. As a matter of fact, some racers use reverse- or anti-Ackermann geometry to compensate for the large difference in slip angle ratio between the inner and outer front tires experienced during high-speed cornering. High-end data acquisitions systems can reveal what adjustments need to be made, but knowing how to correctly read your tires can be every bit as effective.
Caster and camber are the two principles most enthusiasts are familiar with since they are two of three components addressed in a standard front-end alignment. To understand caster, it's important to understand the concept of trail, which is most easily demonstrated by a shopping cart's front wheel. The steering axis is located ahead of the wheel, so when the cart is pushed forward the wheel will follow directly behind the steering axis, making it self-straitening and therefore stable and easy to control. If the steering axis were placed vertically above the wheels, there would be zero caster effect and the wheels would tend to wander. The longer the distance between the steering axis and the wheel, the greater the force, or trail, exerted.
On a car, this same force is applied by titling the steering so that the steering axis falls on a point ahead of the wheels' contact patch with the road. Higher caster angles improve straight-line stability, but they also increase steering effort, so most street cars stay at 3 to 5 degrees of positive caster, while racers have been known to experiment with slightly higher angles to promote camber gain through turns.
While caster is a forward or rearward rotation of the wheel from vertical, camber is the amount the wheel is tilted inward (negative) or outward (positive) from vertical. You've likely seen heavy negative camber on the front wheels of race cars, or on an IRS-equipped car with a heavy load in the rear. There are actually two camber angles that are critical to steering and suspension performance: camber relative to the road and camber relative to the chassis. Ideally, the wheel should always operate at a slightly negative camber relative to the road, but this can be challenging since the forces exerted by suspension travel, body roll, and suspension dive must be taken into consideration.
To counteract roll, suspension is designed to travel in an arc toward the chassis, which helps maintain more of the tire's contact patch on the road in a hard turn. Camber adjustments are independent of this and preload the wheel with more or less static camber. This same motion creates camber gain, which is added to the static number and needs to be taken into consideration for serious track cars. From the factory most cars are dialed in to gain slightly positive camber in a hard turn; this creates understeer, which limits cornering ability and helps keep inexperienced drivers safe. Street cars set up for handling often run -.5 to -2.5 degrees of static camber. While that doesn't sound like much, that extra negative camber makes a dramatic difference in a how a vehicle feels through a corner. It also leads to dramatically shorter tread life and can cause the front end to track grooves in the road, so more is not necessarily better.
Of course, that same negative camber setting causes the inside front tire to lose contact patch in a turn, but for open track, autocross, and aggressive street cars, setting the tires for negative camber is the only viable option. As for circle track where surfaces are usually banked and turning two directions isn't a factor, typically the outside tire will be set for negative camber while the inside would get positive camber to compensate.
These two aren't settings, but rather the result of all of the steering and suspension chassis choices made. Understeer, also known as plow or push, is the tendency of a vehicle to resist making a turn and "push" toward the outside of the curve. What's actually happening is the slip angle is greater at the front than the rear, due to alignment settings, center of gravity, soft suspension, aerodynamics, or a combination of these and other influences. Since understeer is inherently easier to predict and control, and prevents pushing a car to its traction limit, typically new car manufacturers err toward understeer on factory alignment settings in an effort to keep unskilled drivers safe. In racing circles where chassis are dialed-in for lap times, however, understeer is typically used to refer to the inability to follow the desired line through a corner when a vehicle has hit its traction limit.
Oversteer is the exact opposite; the slip angle is greater at the rear of the car due to any number of the same influences found in understeer, so it tends to get "tail happy," or rotate toward the outside of a turn and will usually result in a spinout without counteractive steering. Cars that exhibit a tendency to oversteer are significantly less stable at any speed, but the effects are exacerbated by driving near the car's limits. Typically, track cars are set up with a slight amount of understeer for stability, but some drivers prefer the quick rotation available with a touch of oversteer-especially drifters.
Wheel Diameter
This is probably the most basic concept that many people overlook when upgrading muscle cars. Most classic cars have steering wheel diameters 15 inches or larger because a larger wheel offers more mechanical advantage, which makes steering easier, especially in cars without power assist. Nevertheless, it also works to decrease the effective steering ratio. Simply by dropping the steering wheel diameter, say from 15 to 13 inches with a custom steering wheel, the steering response will be noticeably quicker. It'll also be noticeably harder to turn at slow speeds, necessitating either power or "Armstrong" steering, but the benefit can be almost as transforming as changing the steering box ratio.
Slip Angle
The nomenclature is a little misleading here since slip angle doesn't pertain to actually slipping or sliding of the vehicle. What it's referring to is the deformation of the tire under load, resulting in a difference of angle between the contact patch of the tire relative to the angle the wheel is steered. You're more familiar with this than you might think; imagine a standard sedan with 15-inch wheels and 70-series tires taking a fast, sharp turn. The tire's carcass and tread rolls and deforms, changing the tire's contact patch causing loss of traction. We actually found a YouTube video (www.YouTube.com/watch?v=W8UiE7yvO_M.) that offers an excellent example.
As a general rule of thumb, low-profile tires offer much less sidewall deformation, keeping angles low, while high-profile tires can go deep into the double digits. Notwithstanding, beyond the tire's ability to resist deformation, weight transfer in a turn from the inside to the outside tires (as illustrated in the video) is the biggest culprit. The more speed a car is capable of carrying into a turn, the larger the lateral forces acting against the outside tire. More equally loaded tires resulting from a well-sorted suspension will limit weight transfer, and will run at smaller slip angles. Of course, larger disparities will cause the slip angle to increase.
It can actually get much more complicated than that, since slip angle has a direct impact on Ackerman geometry, but as far as steering is concerned, the main consideration is working to create front-to-rear slip angle ratios that are as close to 1:1 as possible. Ratios above 1:1 tend to create understeer, while ratios below 1:1 result in oversteer. Eliminating slip angles is impossible, but controlling them will create more balanced handling and steering response by proxy.
Scrub Radius
Scrub radius is basically the centerline of the wheel relative to the steering axis inclination (SAI). SAI is easiest to explain by breaking the term up. The steering axis is the line between the top pivot point of the spindle (the upper ball joint on cars with upper and lower control arms) and the lower ball joint. The inclination of the steering axis is the angle between the steering axis and the centerline of the wheel. Now to find the scrub radius, we follow the SAI all the way to the ground, and measure the distance between that point and the centerline of the tire patch. If the tire contact patch is outside of the SAI pivot, the scrub radius is positive. If it's inboard, it's negative. Unless you're swapping to a new style suspension system, or willing to do some complicated customizing, scrub radius is set at the factory and not adjustable.
So why do you care? Well, the point where the SAI meets the road is the pivot point on which the tire is turned, so scrub radius has a great deal to do with how the steering feels and how much feedback is generated through the steering wheel. Also, scrub radius is directly affected by wheel offset, so it's a good idea to keep that in mind when pondering new wheels. Small changes won't make much difference, but large ones can affect vehicle handling notably and change the steering dynamics. For example, wider wheels with minimal backspacing create positive scrub radius because the centerline of the tire patch is moved further outside the SAI, which places more stress on steering components and typically increases steering effort at low speeds. On the upshot, it also increases steering feedback and feel, which is vital for control. Conversely, negative scrub radius tends to decrease steering effort and feel.
Generally speaking, older muscle cars tend to have a longer scrub radius, and modern performance cars have a short scrub radius (usually only an inch or so). Sometimes cars having a longer scrub radius experience "tramming" on roads with worn surfaces, such as where heavy vehicles have created ruts. This can create a wandering feel that is sometimes confused with bumpsteer. Wide front tires can also exhibit negative effects of a longer scrub radius as the road camber changes, whereby the road acts alternately on the inside and outside of a tire.
Toe Angle
At its most basic, static toe angle is just the degree the front wheels deviate from parallel to the centerline of the vehicle. On the road, near-zero toe is ideal for tire wear, but due to the flex created by the numerous suspension bushings, compensation is necessary. To get close to parallel at speed, rear-wheel-drive cars always require a slight amount of toe-in, because the forward thrust from the rear wheels causes the compliant rubber bushings in the front suspension to flex rearward slightly. Front-wheel drive is exactly opposite, and requires toe-out, but for the same reasons. Cars upgraded with Heim joints rather than bushings experience far less flex.
There are other considerations as well; toe-in, meaning the centerline of the wheels, will converge at some point ahead of the car. This aids stability at speed and for self correcting, but too much toe-in causes accelerated wear at the outboard edges of the tires. Too much toe-out causes wear at the inboard edges and skittishness over bumps and grooves, but serious track cars often accept that trade-off for the increased steering response available from a light amount of toe-out. That brings up dynamic toe.
Ackerman geometry naturally produces toe-out on the inside wheel in a turn, which helps turn-in, but toe is actually a dynamic setting that varies according to the forces applied on the wheel, and according to camber gain. This concept is actually closely associated with roll steer, which is the result of one wheel rising as the other falls due to weight transfer and cornering force, as in a hard corner. The result is more toe-in on one wheel, and more toe-out on the other, consequently producing a steering effect.
Most of you have felt this at some point, especially if you've ever lowered or raised a vehicle, or changed the suspension significantly without compensating for the resultant change in steering geometry. Typically, bumpsteer manifests itself as a tendency for the front end to dart or wander without driver input, especially on a less-than-ideal surface, forcing a concentrated effort to keep the vehicle in a straight line. What's actually happening is the wheel is steering as the suspension moves over the road irregularities because the length between the spindle and the rack or gearbox lengthens, but the tie rod does not. The result is the spindle rotating, or toeing, outward slightly to compensate. Depending on the severity, on the street it can be a minor hassle all the way up to dangerous; on the track excessive bumpsteer is always a liability since it will limit control and traction if a bump or dip is encountered while cornering.
Most modified cars have some small degree of bumpsteer; the real goal is simply to make it small enough that it doesn't interfere. To achieve that, the tie rod has to travel on an arc parallel to the one the spindle follows. That's why bumpsteer often increases noticeably when lowering or raising a vehicle-it changes the angle of the tie rods and consequently the arc on which they travel. The only way to combat it is to try and get everything back in line; in the case of lowered cars, by either raising the rack or steering box (usually not an option), or lowering or raising the outer tie-rod attachment point at the spindle accordingly.
This is a term that gets thrown around mostly in racing circles, but having a grasp on what it means will still help with understanding the rest of the concepts. To locate an object in space, we need three things: the X-, Y-, and Z-axis coordinates. When relating to cars, the X-axis is lengthwise, and the Y-axis is side-to-side. However, that doesn't tell us anything about how the object is oriented. Yaw is the concept that describes angular motion and how a car rotates around the Z, or vertical, axis. By definition, a car is always in yaw through a turn, simply because it is headed in a different direction than the nose is pointing-which, of course, means that yaw is related to the slip angle.
Why is that important to know? Because there is only so much yaw that can be exerted on a vehicle before control is lost, and knowing how to make adjustments to keep it in check dictates how much speed can be carried through a corner.
More Sources For Rebuilt And Upgraded Steering Boxes
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|Religious affiliation:
|African Methodist Episcopal
|Institution Type:
|Private not-for-profit
|Campus Setting:
|Great Lakes Rural area, on fringe of an urban area
|Highest Degree Offered:
|Master's degree
|Historically Black College or University:
|Level of Institution:
|Four or more years
When I visited the campus, the atmosphere was very family like. The teachers and students all around were very nice.…
Wilberforce University is a very family oriented institution. Its atmosphere is just above average, having both good and bad times. The campus facilities are moderate but comforting.…
Wilberforce University is a family oriented university. The university prides itself on its students and the experiences they encounter. The faculty and staff make it their main priority that each…
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Custom-designed, hand-painted artwork and limited-edition prints for marriage contracts, wedding vows,
and other special day commemoratives.
An original ketubah from Our Ketubah is hand-painted in rich color and intricate detail
based on the unique tastes and specifications of each couple.
All originals and reproductions are inscribed by hand with religious text or personalized wording and vows.


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IN THE DECK: A Signed Card To Impossible Location Where The Location Itself Is Impossible
A card is signed and placed in the center of the deck. It repeatedly rises to the top of the deck. The performer explains the selection is now in the deck. Placing the deck on the spectator's hand, the top of the deck pops up like a lid, revealing the previously shuffled deck has now transformed itself into a solid box made from cards. Inside the now "box of cards" is the spectator's signed selection, folded into fourths.
Do you own this product? Write a review.


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Apple Nachos
Total TimePrep/Total Time: 20 min.
Makes24 servings
- 36 caramels
- 1 tablespoon water
- 30 large marshmallows
- 1/3 cup butter, cubed
- 4 medium tart apples, cored and cut into 1/4-inch slices
- 1/3 cup chopped dry roasted peanuts
- 1/3 cup miniature semisweet chocolate chips
- 3 tablespoons Halloween sprinkles
- In a microwave, melt caramels with water; stir until smooth.
- Meanwhile, in a large saucepan, melt marshmallows and butter. Arrange apple slices on a large platter. Drizzle with caramel; top with marshmallow mixture. Sprinkle with peanuts, chocolate chips and sprinkles. Serve immediately.
Nutrition Facts1 each: 149 calories, 6g fat (3g saturated fat), 8mg cholesterol, 76mg sodium, 25g carbohydrate (19g sugars, 1g fiber), 2g protein.
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Sep 10, 2014
Did anyone have a problem with apples turning brown before recipe was completed and dish was served? Thinking about soaking apples in lemon juice..just wondering :-)
Oct 24, 2013
These were delicious!! The only problem I had was the thinness of the apple slices. They were too thin and fell apart with the all of the toppings on it. The next time I make them, I will do thicker slices. Other than that they were so good and gobbled up!
Oct 3, 2013
I made this recipe for girls' night and it was a huge hit!!! In addition to using the jarred caramel I also used the jarred marshmallow. Much easier and less messy!I plan on making this recipe for an upcoming Halloween party.
Jul 13, 2013
Delicious my guests couldn't gobble these up fast enough!
Sep 9, 2012
I am planning on making these for my granddaughter's birthday party. Nice to see the idea of fluff and ice cream topping. I will add peanut butter chips also. It all sounds so yummy!
May 24, 2012
I will make this again with caramel ice cream topping, and hope it turns out easier to eat then with the melted caramels. My family really liked it I will also try it with cinnamon chips this time. All in all I thought it was fun and tasty just needed to work out a couple of kinks.
Oct 31, 2011
Took it to a potluck. Came home with a empty plate. They ate them all!
Oct 28, 2011
the other reviews are right - I used the carmamel ice cream topping and it was less sticky.... these were great...it is my new favorite snack recipe
Oct 5, 2011
How is a recipe that calls for 36 caramels, 30 large marshmallows, chocolate chips and sprinkles considered 'diabetic friendly'? This dish has 25g of highly processed carbs and only 2g of protein to offset the digestion of all this sugar. This dish is NOT diabetic friendly.
Jan 13, 2011
This was an ooey, gooey, delicious mess! But so is a caramel apple, and this was much easier to prepare. We loved it!


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Prime Minister Shinzo Abe outlined the next steps of his grand plan for restoring Japan's economic power in a news conference Friday, naming a slew of initiatives he said would help awaken the country's "sleeping opportunities."
Japan's future growth will depend on further opening the economy and tapping the underutilized potential of its women and advanced technology, Abe told reporters Friday as he reviewed his achievements since taking office in late December.
Although economic data so far are mixed, Abe has been keen to claim success in turning the economy around after pushing for a drastic easing of monetary policy aimed at vanquishing chronic deflation, and hiking public spending to stimulate demand.
"Comparing now with four months ago, isn't the atmosphere much brighter?" he said.
Ending the "high yen" era by weakening the Japanese yen's value against the U.S. dollar and other major currencies is another main tenet of the prime minister's "Abenomics" platform. The aim is to make Japanese exports more competitive in global markets, though it has also raised costs for manufacturers who rely on imported energy and commodities.
So far, criticism of that strategy has been muted, though U.S. Treasury Secretary Jacob Lew said Wednesday before Group of 20 talks in Washington that he would keep pressure on Japan and China not to lower the value of their currencies to boost their exports at the expense of the U.S. and other trading partners.
Newly installed Bank of Japan Gov. Haruhiko Kuroda's program for ending deflation is a "monetary bazooka," Japanese Finance Minister Taro Aso wrote in a commentary in Thursday's edition of the Financial Times that stressed the challenges facing Japan after two decades of stagnation.
The yen has lost over 20 percent of its value versus the U.S. dollar since October. It weakened further after Japanese media reported Friday in Tokyo that Aso said his G-20 counterparts had avoided criticism over its depreciation. It was trading at about 99.15 to the U.S. dollar late Friday in Tokyo.
Following the early progress on the policy front, "This momentum must now be turned into a recovery," Aso said in his commentary. "Finding our hidden strength and changing our mindset is needed for Japan to regain true competitiveness," he said.
Abe has made politically difficult reforms aimed at improving Japan's waning competitiveness the third and final part of his economic strategy.
"Regarding various `sleeping opportunities,' ... sectors that have low productivity need to shift their resources to sectors that have high productivity. Growth requires nothing other than realizing such changes," Abe said.
Among the initiatives he sketched out Friday were plans for a government-backed national institute of health to help support medical research, a proposal to extend parental leave by up to three years, and trial employment programs to encourage more hiring.
Excessively long working hours and a shortage of places at childcare facilities discourage women from staying in the workforce once they become mothers - a luxury Abe says Japan, with its aging and shrinking population, cannot afford.
"The reality is harsh," Abe said. "For most women it is a choice between either having a children or a career."
Abe also pledged to conduct vigorous "economic diplomacy," with upcoming visits to Russia and the Middle East.
Japan and Russia are moving toward more active economic cooperation after decades of chill over a still-unresolved territorial dispute, driven by the complementarity of their economies. Russia has abundant gas and other resources that Japan needs, while Japan is keen to sell its technology and manufacturing prowess to the burgeoning Russian consumer market.


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|In stock:
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Nespresso Compatible Coffee Pod Capsules by Cafe Direct - Espresso El Reto.
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Linda Deis
For the past 40 years, I have lived a very full and fulfilling life. After graduation I returned home and enrolled in graduate school at Trenton State College, earning a MEd. in Music Education. For the past 38 years I've enjoyed teaching middle school vocal music in the Council Rock School District in Bucks County, PA. Retirement? Maybe in 2 more years.Much of my life revolves around the performing arts. I love going to the opera in New York and the orchestra in Philadelphia. Singing continues to be a passion of mine. For years I performed with The Choral Arts Society of Philadelphia but have had to put that activity on the back burner because of other commitments. 9 years ago I became involved with a newly formed boychoir, the Keystone State Boychoir. I serve on its Board of Directors and have enjoyed traveling with them on their international concert tours.


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An Ancestral Journey through the winds of time
planting seeds in Harrison and Grimes County Texas
Saturday, April 28, 2012
Az Cards Draft Picks vs My Genealogy Draft Picks
The Arizona Cardinals 2012 Football Draft Picks Vs My Genealogy Picks As I Know And Want Them:
Now why in the world could this happen; I was minding my own business looking for ancestors on the computer when the 2012 Draft came on.
I was intense in my thoughts when my mind started to drift from one to another. The next thing I knew they announced the first pick for the Arizona Cardinals.
When I found out the pick was from out of Indiana my mind went to the time I was there a couple years ago. As the picks went, I started to weave and weave and weave.
These are my findings as strange as it seems to those who don't understand the mind of a genealogist. Chuckles to those whose minds are quirky like mine.
Football 1st selection: Michael Floyd: Notre Dame in Indiana: Home State W Va
Genealogy: My first teeth chattering experience was in Indiana at the National Black Genealogy Summit held in Ft Wayne.
My maternal 4th Gr Grandfather Joseph Tolbert according to the 1870 Harrison County Texas Census was from Indiana. Joseph was married to Lucy Tolbert the parents of my 3rd great grandmother Elizabeth.
Football 2nd selection: Jamell Fleming: Oklahoma: Home state Texas
Genealogy: Wright Cuney Daviss principal of Lincoln HS in Altus Oklahoma and avid Sooner was my uncle and my father Theodore's brother.
I also lived in Okla for a time.(WC aka Prof Daviss and I are Texans.
My search went to Creek County,Bristow Oklahoma where I found William E and lilaBelle Holmes who are the Gr-Grands of my daughter.
Football 3rd Selection: Bobby Massie: Ole Miss in Mississippi: Home state Va
Genealogy: Lydia Cooper Zephyr my paternal great aunt, daughter of Louis and Mary White Cooper married Isom Zephyr from Mississippi; (my genealogy buddy Selma Stewart swears by maps and says all roads lead to Va)
Football 4th Selection: Senio Kelemete: Univ of Washington: Home State Washington
Genealogy: Lloyd Williams son of Darling and Mary lived in Seattle and well as June Williams Petersen daughter of Frank and Zepher Williams who lived in Federal Way. The strong Williams lines are in San Jacinto County Texas by way of louisiana,Tennessee and Virginia.
Football 5th Selection: Justin Bethel: Presbyterian College South Carolina
Home State South Carolina
Genealogy: Augusta (Gusta)Spann Howard 2nd Gr-Grandmother and mother to Wade Spann was from South Carolina according to the 1870 Harrison County Texas census.
Football 6th Selection: Ryan Lindley: San Diego State: Home State California
Genealogy: I was married in Los Angeles at the home of Charlie and Lula Taylor. Charlie is the grandson of JP and Frances Dickerson Taylor of Harrison County Texas and the son of Charlie Louis and Elizabeth Stenson Taylor.
My daughter Latisha was also born in California as well as her cousins Trinya,Tracy,Anthony and Bryan.
Football 7th Selection: Nate Potter Boise State: Home State Idaho
Genealogy: I am thinking very hard about Boise.
I did not come up with a connection so when I take a trip to the Louvre after winning the lottery, I will leave a note at the statue Louvre,the Woman Thinker. After all she thinks harder than I do. I can tell that by the lack of clothes.
Posted by Ms Vicky at 7:52 PM 5 comments:
Labels: Ariz Cardinals, Boise, Dickerson, Genealogy Picks, Howard, Indiana, Spann, Taylors, texas, Tolbert
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ST. PAUL - Minnesotans either will get a better deal on health insurance or they will face problems if the Legislature and governor agree on a new way for 1.3 million Minnesotans to buy health insurance.
That is how the debate boils down about a bill the Democrat-controlled House Monday night approved 72-58 over Republican protests. Rep. Jim Abeler of Anoka was the only Republican to vote for the plan, an attempt to be involved in a House-Senate conference committee that will craft the final bill.
"Whether you are on one side of the aisle or the other, there is no question it really is the most significant health insurance reform we have seen in 50 years," Rep. Joe Atkins, DFL-Inver Grove Heights, said to open five and a half hours of debate.
Republicans, who put up nearly 100 amendments to change or gut the bill, agreed it was significant, but said the measure was not ready.
"I have never seen a bill that does so much, but is understood so little by members of this chamber," Rep. Matt Dean, R-Dellwood, said.
Senators take up a similar measure Thursday. Democratic Gov. Mark Dayton is expected to receive a final bill by the end of the month, signing it into law to put the exchange in place in time for Minnesotans to begin shopping for insurance on line by fall.
The exchange is in response to a federal health care law known as Obamacare.
"In one way or another, we are going to have a health insurance exchange," Atkins said, because if the Legislature and Dayton do nothing federal officials will set up the system.
If the exchange becomes law, Minnesota would become the only state in the area to adopt the concept. Wisconsin, North Dakota, South Dakota and Iowa are not on track to set up exchanges, so the federal government will run exchanges there.
Rep. Debra Kiel, R-Crookston, said the law will cost the state. She told of a northwestern Minnesota chiropractor who said that if the bill becomes law he would move to North Dakota, where there are fewer restrictions.
"They have looked for 12 years to employ chiropractors in their business and have not been able to," she said, because most have opted to work in North Dakota.
Rep. Dan Fabian, R-Roseau, said the exchange bill is being rushed through the Legislature.
The exchange would lump northwestern Minnesota counties, where insurance rates are relatively low, with the Twin Cities, Fabian said, which could bring higher premiums to his area.
Atkins said the average Minnesota family should save $490 a year with the exchange, and some estimates say costs could drop up to $1,800. He said 70 percent of Minnesota families would pay less or the same as they do now when they shop on the exchange.
The exchange would be available through the Internet and by telephone. It is supposed to make it easy to compare insurance policies and their prices.
Atkins said 1.3 million Minnesotans would buy insurance through the exchange. Of those, 300,000 lack insurance today.
Federal law requires every American to carry insurance or pay a penalty.
Insurance policies on the exchange would "be far better than health insurance than they can purchase today," Atkins said. "Moreover, it will be at a better price."
One change in the bill came when Rep. Patti Fritz, DFL-Faribault, succeeded on a 71-58 vote to amend it to forbid policies bought under the exchange to fund abortions. Federal law also outlaws that.
A few relatively minor Republican amendments did go on the bill, such as one allowing Minnesotans to keep the doctor of their choice. However, most GOP amendments failed, with the bill looking much like it did before the full House debate began.
The bill went through nine committees in the past few weeks as it took 47 hours of committee debate.
Rep. Tom Anzelc, DFL-Balsam Township, said northern Minnesotans do not want a one-size-fits-all exchange like would be offered by the federal government.
"Individuals, families, and businesses in northern Minnesota have been squeezed by rising health care costs for far too long," Anzelc said. "Thankfully, we're on track to set up an exchange that provides relief by offering tax credits and increasing competition."
Rep. John Persell, DFL-Bemidji, said the bill is good for the state.
"Families need medical insurance," Persell said. "And when they aren't covered, the cost for their medical care and emergency room visits falls on the taxpayers. This helps reduce those costs by helping Minnesotans get preventative care that will drive overall health care costs down."
Rep. Roger Erickson, DFL-Baudette, said the exchange will help Minnesotans find affordable insurance.
"But right now, thousands of families have a very tough time finding plans that are affordable," Erickson said. "This exchange will act as a kind of one stop shop for finding which plans work for you."
Rep. Mary Sawatzky, DFL-Willmar, called the bill a positive step.
"Regardless of your feelings on the Affordable Care Act, when it comes to the health insurance exchange, I think we can all agree that we would rather have it be a Minnesota-made exchange, rather than a one-size-fits-all federal model," Sawatzky said. "Minnesota is already known as a health care leader and by taking charge of our own exchange, we can maintain that reputation."
Rep. Ben Lien, DFL-Moorhead, said the state would maintain control with an exchange.
"A state exchange allows us to control the products, services and systems so that Minnesotans are best served," Lien said. "Minnesota is uniquely positioned to be a national leader on health care exchanges and our early action on the health insurance exchange is expected to save Minnesota taxpayers billions of dollars. This legislation will make health care more affordable and accessible to the people of Moorhead."
Rep. Tim Faust, DFL-Hinckley, emphasized the reported health care savings coming from the exchange.
"This helps reduce those costs greatly by helping Minnesotans get preventative care that will drive overall health care costs down," Faust said.


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Press Releases
Hardee's Unveils the New Frisco Thickburger
Mar 14, 2005
Classic Hardee's Burger Makes Its Comeback, Bigger and Better Than Before
ST. LOUIS, Mo. -- March 14 -- Answering the pleas of longtime customers, Hardee's(R) has re-invented one of its classic burgers. Today, Hardee's Frisco Thickburger was introduced, two years after the original "Frisco Burger" was retired following the introduction of Hardee's line of Thickburgers.
"The original Frisco Burger was one of Hardee's most popular menu items in its day," said Brad Haley, executive vice president of marketing for Hardee's. "It had a great taste, combining the flavors of buttered and grilled sourdough bread, bacon, Swiss cheese, tomato and a unique onion-flavored mayonnaise that people craved. We even went back to our original mayonnaise supplier from the early '90s to make sure that we exactly matched that memorable taste the 'onion-mayo' provided. But, now that it's been reincarnated as a Thickburger, it's better than ever because we're making it with a 1/3-pound, charbroiled Angus beef patty. People who loved this burger before are going to be blown away by the new Frisco Thickburger."
The Frisco Thickburger is patterned after the original Frisco Burger build, including two slices of Swiss cheese, two strips of crispy bacon, and sliced fresh tomato, all on buttered and grilled sourdough bread spread with onion-flavored mayo.
Bringing the number of Thickburgers in the lineup to ten, the Frisco Thickburger is the third "classic" Hardee's burger to return to the menu following numerous customer requests. Previously, the chain reintroduced the Mushroom and Swiss Thickburger(TM) and the aptly named Monster Thickburger(TM).
Available at all Hardee's locations, the Frisco Thickburger sells for a suggested price of $3.59 by itself, or $5.29 for a combo meal including fries and a drink. Prices may vary at franchised locations.
Hardee's is a wholly owned subsidiary of CKE Restaurants, Inc. (NYSE: CKR) of Carpinteria, Calif. As of the end of the third quarter on November 1, 2004, CKE Restaurants, Inc., through its subsidiaries, had a total of 3,183 franchised or company-owned restaurants in 44 states and in 13 countries, including 1,017 Carl's Jr.(R) restaurants, 2,047 Hardee's(R) restaurants and 101 La Salsa Fresh Mexican Grill(R) restaurants. For more information, or to find a Hardee's near you, go to http://www.ckr.com or http://www.hardees.com.
SOURCE Hardee's 03/14/2005
CONTACT: Jeff Mochal of Hardee's, +1-314-259-6227,
or Bob Rybarczyk of Weber Shandwick, +1-314-552-6731,
Web site: http://www.hardees.com http://www.ckr.com


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Despite bipartisan support in the U.S. Senate for reinstating emergency aid for the long-term unemployed, prospects remain dim in the Republican-controlled House. Meanwhile, the toll of the expired extended benefits on states is mounting.
Five billion dollars of aid has been lost as of April 5, including at least $100 million for 13 states, according to an analysis of U.S. Department of Labor data from the National Employment Law Project, a group that advocates for safety-net programs. More than 1 million workers have exhausted their regular benefits and have not had access to long-term aid since the expiration took effect.
The extended benefits, which began under President George W. Bush in 2008, allowed unemployed workers to collect aid for up to 99 weeks, instead of the normal 26 weeks. But the program expired on Dec. 28 and Congress is divided on whether to renew it.
Now that the economy is improving, many conservatives argue the extended benefits are no longer needed, and might be a disincentive for the jobless to find work. Republican Sen. Jim Inhofe, of Oklahoma, spoke for many conservatives when he recently warned against "turning a temporary federal benefit into another welfare program."
The fact that they are getting $300, or used to get $300, is not an incentive to sit home. That pays the gas. That pays the cellphone," U.S. Secretary of Labor Thomas Perez told Stateline last week. "The cruel irony is that people's cell phones are getting turned off and when the job call comes, the phone is disconnected because they can't pay the bill, and that's why this has an impact on people living in states all across the country."But supporters note that many states continue to have record-high numbers of people who have been unemployed for six months or longer. Nationally, about 3.8 million people, or a third of all jobless Americans, have been out of work for that long, according to the Bureau of Labor Statistics.
Supporters tout the program as an effective economic stimulus, since struggling recipients are likely to spend the money immediately. The Congressional Budget Office estimated that the expiration of the benefits would cost the country 300,000 jobs this year, with thousands lost in the states hardest hit by the recession. Government and private economists have estimated the end of long-term jobless aid could shave 0.4 percent off the country's GDP this year.
According to research by Mark Zandi, chief economist of Moody's Analytics, the extended benefits program generated $1.55 in economic activity for every $1 spent.
States largely are responsible for regular unemployment benefits, but the federal government covered the cost of the extended benefits. From 2008 through the first half of 2013, Washington spent $252 billion on extended benefits to help at least 24 million long-term unemployed Americans.
"It has a devastating effect on their ability to maintain the essentials of their households," Mitchell Hirsch, an unemployed worker advocate with NELP, said of jobless Americans. "You have people who had been able, with their unemployment insurance benefits, to barely make ends meet and scrape by. Now they're in a really desperate place."
Some Senate Republicans have joined the Democratic majority in supporting an extension of the program for five months. But Republican House Speaker John Boehner has raised concerns about the nearly $10 billion cost of the measure.
The political action arm of the conservative Heritage Foundation has made the same point. It also contends that extending the benefits will make the unemployed "more likely to be selective in their search, take their time and not bother to consider remedies like relocation or industry transition."
The experience of North Carolina, which ended its extended jobless aid six months before it expired for the rest of the country, offers ammunition for both sides of the debate.
Since those cuts took effect last summer, federal data show the state's unemployment rate has fallen almost 2 percentage points. Research has also shown an increase in employment. At the same time, however, overall participation in the state's labor force has declined. Those studying the issue have admitted they've been unable to reconcile the conflicting evidence.
-- Stateline Staff Writer Pamela M. Prah contributed to this report.