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Episode 12 - June 2009

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Marine Invasion, Loo in the Lite, Retirement Department, Boobs on the Bus

A Tip from GG: If your email system is scrambling the format of this document, make sure your message format toggle is turned to “HTML” not “Rich Text” or “Plain Text”. In Outlook or Outlook Express this is found on the email menu bar at the top of the screen. Also, you can display a ruler (View/Toolbars/Email) at the top of the screen, which I’ve set to screen maximum to accommodate the pictures and text more easily; that is, 0” left and 13” right. Correcting both of these settings should allow the document to be reproduced as designed. If all this sounds foreign, consult a teenager, for they know everything about these things. gg

Cathedral Point Playa Espadilla – Manuel Antonio (GG’s Main Hangout)

U.S. Marine Invasion

So there I was walking in downtown Quepos one morning when I heard the wap-wap-wap of the helicopters overhead. I looked up and saw two U.S. Black Hawk choppers descending rapidly. Within a minute or so both birds (see how easily GG shifts to the appropriate shop talk) occupied the main Futbol field in Quepos and what appeared to be U.S. Marines began pouring out of their interior. I was stunned.

Had Obama declared war on Costa Rica? Had Chavez finally gone mad in Caracas, was marching north and our leathernecks were here to set up a first defense perimeter in the strategic hamlet of Quepos. Would our fair village go down as the modern equivalent of Bastogne before further reinforcements arrived? Should I rush back to mi casa and fill large bottles with water and check the supply of canned goods for the forthcoming battle? The urge to panic was great; I fought it as best I could.

As it turned out, this was not a threat but instead a joint inter-American effort, part of a task force called Fuertzas Aliadas Humanitarias (FA-HUM in military parlance). The intent here is to be prepared to provide an emergency response effort in the event of disasters. Given the penchant for earthquakes here, this is a prudent and welcome move. It was also nice to see U.S. tax money being used for something positive rather than bailing out General Motors.

Later that day I ran across 5 or 6 of our military boys lunching at Dos Locos. They were from several states in the U.S. and, as usual, were clean-cut, positive young men and extremely polite, a credit to their uniforms and to their country. I haven’t been “Sir’d” that much in many years. It is very respectful but it also makes one feel old.

There was one casualty of the exercise. The power of the downdraft from a landing Black Hawk turned out to be more than the roof of a local chicken coop could withstand. The roof simply blew off scattering muchos pollos all over the neighborhood. To my knowledge, no one was hurt by the accident but the big birds sure scared the hell out of the little ones. As I left the area, efforts were underway to recapture the panicked poultry and I noticed no cockerel shortage in local stores or restaurants the following week. It gives an added meaning to fly the coop, doesn’t it?

Loo in the Lite

Imperial beer   A funny thing happened to our hero the other day on the way to Mucho Musculos Gymnasio for the morning torture session.  It was 7:30 AM and broad daylight. Dawn here is always between 5:30 and 6:00, always.  Suddenly, I encountered a gentleman of considerable years with his back to me and his front close to the wall of a hotel. Yeah, you guessed it; he was relieving himself on the wall and producing a stream, a rivulet which I had to dance around to avoid. Upon finishing his business, he staggered off, leading me to believe he had consumed a rather large quantity of a local beverage such as Imperiál, the most common national beer here.

This is the first time I’ve seen blatantly public urination in Costa Rica, but I was seized by a fit of nostalgia dating back to the mid-seventies when I lived in Brussels. The Belgians were known then, and I have to believe still are, for their rather common practice of doing the same thing as the Tico gentleman described above.

During my visits and residency there, I frequently encountered urinating Belgians along the sides of highways perched against a half opened passenger door of a car in a vain attempt to disguise what they were doing. In the heart of Brussels I often found someone poised in a corner of a building or in an alley when I left the office where I worked. (My experience and training gained in Belgium at avoiding the rivulets helped me in the latest episode) Even in the Bois de la Cambre, one of the most beautiful near-urban forests in Europe, it was not uncommon to see Le Dude slightly astride a 150 year old oak tree, watering its roots.

Now, the French seem to have a certain preoccupation with this bodily function. After all, they are the inventor of the Pissoir (p-swär), that convenient but curious contraption (there I go again but, hah!, now I know this is Alliteration not Onomatopoeia as I looked it up on www.dictionary.com) Pissoirs were common in Paris when I lived in Europe but also were seen in many other smaller cities. I remember seeing (and using) a few in Brussels.

Pissoirs are simply permanently fixed metal screens, open above the chest and also below the knees, and as a result, open to the atmosphere (which gives a new meaning in the dead of winter to the idea of “bitter cold”). The screen surrounds a metal urinal with a drain which I presume does not go into the water runoff system, but I don’t know that for sure. Pissoirs were placed conveniently around town at strategic locations of high foot traffic. The airiness of the system provided a further convenience in the event one wanted to continue a discussion with a companion outside of the screen or simply sing an aria to the general public.

The Belgians, however, raised the art form to a unique level. There is a statue in Brussels less than two blocks from the magnificent, gothic Grand Place or center square of the city. This statue is of a very young boy naked and urinating. It has come to be known as the Manneken-Pis. Really folks, I didn’t make this up.

The story goes that somewhere in the 18th or 19th century a certain Duke was visiting the open air market at the Grand Place (the market is still there and still a great place to go on Saturdays and Sundays) when his young son wandered away. A frenzied search followed and finally the Duke found his son at the exact place the statue is now located and in the exact condition depicted by the statue. The Duke erected the statue to commemorate his gratefulness; he couldn’t have known it would become a national symbol.

The Bruxelloise treat this legend with some seriousness and a good deal of tongue-in-cheekiness. The statue is dressed in different costumes at different times of the year, depending on whether the celebration is religious or secular. I seem to remember that different groups have rotating responsibilities and often compete as to who can come up with the most elaborate or unusual costumes. The icon has become synonymous with Belgium. It has been depicted there in every conceivable type of knick-knack or artistic representation. Why, I even remember buying a small gold plated charm for my (ex) dearest’s bracelet. And I thought they called these things lucky charms?

In case you think this whole story a fabrication, I found a link for the skeptical reader: http://www.manneken-pis.com/intro.html. And here is a good site for viewing the statue in various dress: http://commons.wikimedia.org/wiki/Manneken_Pis_van_Brussel.

I’m just happy to be living in a country that is known for monkeys and rice and beans rather than urinating boys.

I shiver at the possible historical consequences that might have resulted if Junior had been doing #2.

Retirement Department

Boobs on the Bus

Recently our hero boarded one of the regular half-hour buses from the beach to downtown metropolis Quepos when I was joined by a good friend, a ventarena (see What’s-in-a-Word Department, Issue 11 for an explanation of this word) named Jaime. Jaime makes the best snow cones on the beach, a pleasure I’ve had to forgo since being recently diagnosed as a Type II diabetic. Jaime, a Tico friend of his named Chris(tian) and GG occupied the row of raised seats in the back of the bus. These seats, about five abroad, are mounted some two or three feet above the main deck of the bus, presumably so the bus design could crowd in a few more passengers over the engine compartment. The higher seats provide somewhat of a bird’s eye view of people boarding and exiting the bus.

Mahi-Mahi anyone? Who’s the dude?

At the next stop, a lady of more than ample (read immense) proportions, including her top section, boarded the bus.

As men would, a discussion ensued concerning how to describe what we were seeing. Chris likened her “pechos” (breasts) to sandia. Sandia is the Spanish word for watermelons. The watermelons here are the round variety about 12 inches in diameter, not the more common oblong type found in the U.S. of A (although that might  have been a more appropriate description for this woman). Jaime then offered his preference that such appendages should be in the range of cantaloupe size while I was expounding on the virtues of  mangos.

As an aside, and to continue the conversation, I asked, in my best Spanglish (Jaime and Chris have less than basic English skills) what does one call a flat-breasted lady in Costa Rica. All I received were looks of great puzzlement. I began to illustrate what I was trying to say by slapping the palm of one hand against that of the other. Again, no comprendo. I then resorted to my French, which is still somewhat better than my Spanish. I told them that the French refer to a flat-chested woman as having “les oefs sur la plat” or “eggs on a plate”. I then reached for my Océano diccionario to get the Spanish word for flat only to find there wasn’t one; I guess mesa (table) or plano or something like it serves this descriptive need. Frustrated, I continued to look for other descriptors, but whatever I tried didn’t make sense to them.

Then it dawned on me. There is no adequate description here for what I was trying to say because the condition in Costa Rica is rare. There is no need to describe it.

Yes, my friends, life is good here.

Postscript: As I’m writing this, Good Morning America is featuring a story entitled “Can Breast Milk Heal Adults?” Aha! The medical community is finally developing the insight that many men have accepted as natural law for eons!

Pura Vida! y Solo Bueno!
Roberto de Quepos
El Gringo de Oro

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64 Famous Empire Quotes And Quotations About Empires

Motivational Empire Quotes

Satan has declared war on motherhood. He knows that those who rock the cradle can rock his earthly empire. And he knows that without righteous mothers loving and leading the next generation, the Kingdom of God will fail. Sheri L. Dew If you look at great human civilizations, from the Roman Empire to the Soviet […]

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Do-it-yourself wills are fraught with long-term risks for families

While will kits may seem cheap, the consequences for loved ones can be costly

Whether it is through the Internet or a big-box store, do-it-yourself wills are becoming increasingly popular for many Canadians. According to Yahoo Canada Finance, the biggest selling point for DIY wills is that they tend to be cheaper than having a will drafted with the assistance of a lawyer. However, by saving a bit of money today, many people end up subjecting their descendants to significant and often costly risks in the future. While DIY wills are becoming popular, the legal and financial risks associated with them are still not widely understood by the general public.

DIY wills

Recent surveys have shown that more than half of all Canadians do not have wills. The two biggest reasons for not having a will are fears about costs and confusion about how to draft a will As a result, it should come as no surprise that DIY wills, such as will kits sold in stores or wills offered online, are becoming more popular, especially given that many of these wills cost less than $100.

The ubiquity of such wills may lead many people to conclude that DIY wills have been "tried and tested" and therefore carry few risks, especially when one's wishes appear relatively straightforward. However, both legal and financial experts tend to strongly caution against DIY wills for a variety of reasons, including potential increased costs for descendants and a higher likelihood that a DIY will could be challenged in court.

Some of the risks in British Columbia

One of the biggest problems with DIY wills is that they often fail to take into account the fact that estate laws vary widely across different provinces. This point is especially pertinent to British Columbia residents where the Wills, Estate and Succession Act (WESA) has created a legal situation that differs substantially from that found in other provinces. As CBC News notes, B.C. is "the wild west" of estate law given that wills can often be more easily challenged here than in other provinces. Many DIY wills fail to take into account the many unique aspects of B.C. estate law.

Furthermore, experts note that a will is only one aspect of a much larger estate plan. Many DIY wills fail to address how important financial accounts - such as TFSAs, RRSPs, pensions and insurance policies - are to be handled after a person's passing. Such accounts are subject to different inheritance and tax laws, meaning that they can often slip through the cracks of a DIY will.

Legal advice

Ensuring that one's estate is handled properly requires the advice of a qualified wills and estate planning lawyer. Unlike with a DIY will, a qualified lawyer can give anybody who has questions or concerns about their own will guidance and peace of mind that can only come from years of legal experience.


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SFI Invests in Conservation Projects

Allison Welde manages SFI’s outreach to conservation groups and other SFI stakeholders and identifies areas of potential collaboration. She also manages the new SFI Conservation and Community Partnerships Grant Program.

Key components of the SFI program are support for research and landowner outreach, and these requirements in our standard have already led to countless benefits in forests and communities across North America.  To further our long-standing commitment to conservation and research through innovative partnerships, we created the Conservation and Community Partnerships Grant Program earlier this year.  This program is designed to foster relationships between organizations interested in improving forest management in the United States and Canada, and responsible procurement globally.

That is why today we are incredibly proud to announce that SFI is committing $675,000 to fund nine conservation projects in North America dedicated to—among other things—improving forest habitat and biodiversity, and reducing illegal logging globally.   Through the involvement of partners, these projects will leverage additional resources and are expected to achieve a total value of almost $2.7 million.  Now that’s the power of partnerships!

The projects announced today include partnerships with numerous SFI Program Participants and are led by:

  • Bird Studies Canada, along with the Canadian Wildlife Service and Regroupement QuébecOiseaux will work to conserve bird biodiversity across Canada.
  • Clemson University will help South Carolina landowners adopt and implement practices to improve wildlife habitat on managed forest lands in partnership with local conservation organizations and government agencies.
  • Forest Trends will hold the fourth Potomac Forum on Illegal Logging & Associated Trade, helping U.S. suppliers navigate legality in the global supply chain.
  • South Coast Conservation Program, in partnership with nine First Nations holding tenure in British Columbia, will help identify and protect habitat and populations of forest-dependent species at risk along British Columbia’s Pacific Coast.
  • The American Chestnut Foundation will help restore the American Chestnut, including test plantings of blight-resistant trees.
  • The National Council for Air and Stream Improvement, working with State Natural Heritage Programs and NatureServe will pilot a habitat-based approach to protecting at-risk imperiled species and communities.
  • The National Fish and Wildlife Foundation, along with 11 state agencies and two Canadian provinces, will enhance the biodiversity of young forest habitats, helping to reverse the declines of some 80 species at risk.
  • The Ruffed Grouse Society will hold six Wisconsin Coverts workshops, in partnership with the University of Wisconsin’s Extension and the Department of Forest and Wildlife Ecology to help private landowners in the Great Lakes Region manage their land for wildlife.
  • World Resources Institute will create an online dynamic risk assessment tool to reduce illegal wood imports into the United States.

SFI and its program participants have a history of supporting conservation work.  In fact, since 1995, SFI program participants have invested more than $1.1 billion in research to improve forest management. This newest program is just one more step SFI is taking to promote responsible forest management by working together.

To learn more about the grant recipients and specific projects click here to read our announcement. You can also learn more about the grant program and the funded projects on our website or contact Allison.Welde@sfiprogram.org or 202.596.3452.

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Nafysa Parpia ND

Nafysa Parpia, N.D

Independent Practitioner
Santa Rosa and Marin

“Functional and integrative medicine that is heart centered guides how I treat my patients with complex chronic illness. Biochemical imbalances, epigenetic expression, toxin exposure, microbial exposure and emotional imbalance are often key in unraveling the mystery of and treating chronic illness. Each of these aspects is different for each patient. Thus, with compassionate listening and cutting edge laboratory tests, I can create treatment plans that are highly individualistic and healing.”

Show Notes

0:00 Intro
3:00 Chronic infection in the immune system
5:26 Relationship between an infection and a biotoxin
6:28 Types of infections
10:17 Environmental toxicity & increased autoimmune conditions
13:35 Heavy metals & detoxification protocols
17:55 Symptoms of parasites
25:18 Role of chronic infection on mental & emotional wellbeing
29:55 Dysbiosis & gut health
33:30 Dental infections
40:01 Sinus infections
44:05 Tips for mouth hygiene, oil pulling, tongue scraping
47:12 Tips for gut microbiome health
52:46 Tips to reduce infectious burden & increase immune function
55:57 Recommended diet & nutrition books
56:25 How to find a doctor to work with
59:22 Diagnostics, metabolomics, and prevention

See full transcript
Some of the treatments Dr. Parpia Offers

Dr. Parpia at Work

Dr. Parpia’s Approach to Healing Complex Chronic Illness

Nafysa Parpia, N.D. is an independent practitioner working out of both the Santa Rosa and the Marin offices of Gordon Medical. Using a biological medicine approach, she works as a detective to discover and ultimately remove the underlying cause(s) of illness. At the same time, she helps to alleviate symptoms. Dr. Parpia specializes in the treatment of Lyme disease and other complex chronic illnesses such as autoimmunity, mold toxicity, fibromyalgia, environmental toxicity and gastrointestinal disorders.

As the health of each individual is dynamic, so is the nature of the treatment plans that I tailor for each patient. I use a variety of modalities including oral and intravenous micronutrient therapy, botanical medicine, functional nutrition, injection therapies, lifestyle counseling, and craniosacral therapy.

External factors to the body such as environmental toxicity, pathogens, diet, and lifestyle can alter the expression of internal factors like susceptibility to infections, over or under expression of immunity, genetic expression, cellular biochemical function, mood and nutritional status. Dr. Parpia strives to help her patients find balance between the external factors of their lives, their body’s internal mechanisms and their mind.

Dr. Parpia addresses physical symptoms as well the mental and emotional aspects of her patient’s lives that may affect or be affected by their condition. She is a partner and guide on the path to wellness of each of her patients, taking into account all aspects of their life and health as a unique whole. She draws upon her training with world renowned Lyme and chronic disease specialist, Dietrich Klinghardt, MD, PhD in treating patients with such conditions.

As the health of each individual is dynamic, so is the nature of the treatment plans that Dr. Parpia tailors for each patient. She uses a variety of modalities including oral and intravenous micronutrient therapy, botanical medicine, functional nutrition, injection therapies, lifestyle counseling, and craniosacral therapy.

Prior to joining Gordon Medical, Dr. Parpia was the lead Lyme Disease doctor at Amitabha Medical Clinic and Healing Center. Previous to this she worked at San Francisco Natural Medicine. Soon after she graduated from medical school, she worked at Dr. Dietrich’s Klinghardt’s clinic while she trained with him and his lead physicians for one year. Dr. Parpia is also a certified yoga instructor and taught vinyasa yoga for several years.

What They Are Saying About
Nafysa Parpia, N.D.
Nafysa Parpia ND

My insights, were for the first time, listened to and explored by Dr. Parpia. She took a genuine interest in treating me as a whole person, not just a symptom, guiding and prescribing comprehensive health solutions. I feel Dr. Parpia recognizes that many things lead us down the road of wellness and offers wisdom, compassion and guidance to lead us there.

A. V.

Disability and Related Letters

Patients needing disability or related letters need to schedule an office visit with their GMA provider and bring all the information needed to address the letter properly.

Education and Professional Affiliations

University of British Columbia, Vancouver, BC, Canada – BSc
Doctorate of Naturopathic Medicine, Bastyr University, 2012

Advanced and Ongoing Education
  • Sophia Health Institute, Woodinville, Washington – One year working and training with Dietrich Klinghardt, MD, PhD and senior doctors.
  • Genomic medicine and MTHFR training, Dr. Ben Lynch and Dr. Paul Anderson.
  • American Academy of Anti-Aging Medicine (A4M) – Bioidentical Hormone Therapy training,
  • Neural Therapy training and certification, Dietrich Klinghardt, MD, PhD and Jeff Harris, ND
  • American Academy of Procedural Medicine – Injection Therapy training,
  • IV Nutrient Therapy for Physicians – IV Nutrient Therapy training and certification.
  • Craniosacral Therapy training and certification with Nancy Solivan, DC, MD
  • Visceral Manipulation training and certification with Ron Mariotti, ND
  • Yoga teacher training and certification with Andrey Lappa and Baron Baptiste
Professional Memberships
  • American Association of Naturopathic Physicians
  • California Naturopathic Doctors Association
  • American Academy of Anti-Aging Medicine


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Visit our new News website at
Monday, August 19, 2013 - 1:00pm

Robin Thicke's Song Sounds Like Marvin Gaye. So He's Suing Gaye's Family.

"Blurred Lines," this year's song of the summer*, sounds a lot like Marvin Gaye's "Got to Give It Up," one of the songs of the summer of 1977.

In fact, it sounds so much like the Marvin Gaye song that Robin Thicke and the other guys behind Blurred Lines have launched a preemptive strike: They filed a lawsuit against Marvin Gaye's family. Thicke and the other plaintiffs don't want money; they want the court to rule that "Blurred Lines" does not infringe on "Got to Give It Up."

Members of Marvin Gaye's family have reportedly been asking for a cash settlement and threatening to sue, according to the Hollywood Reporter, which broke the story.

The first paragraph on the complaint manages to both praise Gaye and brag about the success of Blurred Lines (emphasis ours):

Plaintiffs, who have the utmost respect for and admiration of Marvin Gaye ... reluctantly file this action in the face of multiple adverse claims ... Defendants continue to insist that plaintiffs' massively successful composition, 'Blurred Lines,' copies 'their' compositions."

The complaint continues:

The basis of the Gaye defendants' claims is that "Blurred Lines" and "Got To Give It Up" "feel" or "sound" the same. Being reminiscent of a "sound" is not copyright infringement. The intent in producing "Blurred Lines" was to evoke an era. In reality, the Gaye defendants are claiming ownership of an entire genre, as opposed to a specific work ... .

For more Planet Money on music, listen to our recent show, Top Of The Charts (Econ Remix).

* Or maybe the song of the summer is "Get Lucky." Or maybe it's "We Can't Stop," "I Need Your Love" or "Feds Watching."

Copyright 2013 NPR. To see more, visit


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An Inspector Calls

What does Mr Birling think of people in the lower class?

In Act One of the play what are Mr. Birling's views on the lower class?

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Mr. Birling is the owner of Birling and Company, some sort of factory business which employs several girls to work on (presumably sewing) machines. He is a Magistrate and, two years ago, was Lord Mayor of Brumley. He thus is a man of some standing in the town. He describes himself as a "hard-headed practical man of business," and he is firmly capitalist, even right-wing, in his political views. He looks down on the working class and poor. He exploits them in his business.


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The Pearl

what major conflict occurs between kino and juana? why?

the pearl

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Juana believed the pearl to be evil and she wanted it destroyed, but Kino could see nothing but the money it would bring.

"This thing is evil," she cried harshly. "This pearl is like a sin! It will destroy us," and her voice rose shrilly. "Throw it away, Kino. Let us break it between stones. Let us bury it and forget the place. Let us throw it back into the sea. It has brought evil. Kino, my husband, it will destroy us."

The Pearl


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ARCHICAD 7.0 Release 2 Now Shipping, with Full MacOS 10.1 Compatibility

Budapest, October 31, 2001 - Graphisoft, developer of the pioneering 3D model-based architectural CAD solution ARCHICAD, today announced the availability of ARCHICAD 7.0 release 2. The update version of ARCHICAD is the first architectural CAD software to offer native support of Apple's revolutionary new operating system, Mac OS X.

"ARCHICAD 7.0 release 2 closely follows the release of MacOS 10.1, to allow our users to fully leverage the next generation operating system's increased stability and better overall performance," reports Bence Kovacs, Graphisoft's director of product marketing. "After conducting thorough tests, we encourage our Macintosh users to install this version of ARCHICAD on the new platform and discover what the program gains from the new system features."

ARCHICAD 7.0's new tools for workflow management, design development and construction documentation have been on the market since May, providing customers with functions to streamline communication with key project partners. In release 2, Graphisoft enhanced several new features, and corrected issues reported by its user base.

Look for these changes and more in ARCHICAD 7, release 2:

Current ARCHICAD 7 users can obtain the software update free of charge from their Graphisoft Distributor.


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Sunday, March 29, 2015

Erik Pappas, Unlikely Olympian - 321

Originally published April 8, 2010; Updated March 2015
Erik Pappas had a dual role in 2004, helping his team win, and helping the fans learn the game.

Pappas was a member of the Greek Olympic baseball team.

"We have to teach them how to play the game the right way and get the fans excited,'' Pappas told The New York Times that July. ''Hopefully, they can start playing at 5 years old and be no different than us. But they have to start at that young age.''

Pappas joined the "ragtag" Greek team after being out of baseball for eight years. He last played professionally in 1996, working in the interim as a stock trader. The Chicago-native fit the Olympic requirement. His father was Greek and his grandfather lived in Greece.

Pappas' pro career started 20 years earlier, in 1984, taken sixth overall by the Angels. He spent four years in the Angels system before being picked up by the Cubs for 1989.

With the Cubs' AA team the Charlotte Knights, Pappas made a name for himself. It wasn't at his usual position of catcher, but he was making his name everywhere else.

He'd played seven different positions for the Knights by July 2, including pitcher, which he played that night in a blow-out loss.

"I've never done anything like this before," Pappas told The Rock Hill Herald. He hadn't pitched since Little League. He added later, "I'm just glad to get in the line up any way I can."

He made AAA Iowa in 1990 and Chicago for seven games in 1991. Going through the Royals' system, then the White Sox' system in 1992, Pappas signed with the Cardinals for 1993.

It was 1993 that turned out to be Pappas' most productive year, playing in 82 games with St. Louis and posting a .276 batting average. He even had a 16-game hitting streak that year, not equaled by a Cardinals catcher for 14 years.

Pappas played 15 more games for the Cardinals in 1994 and his major league career was done. Two more years in the minors and his pro career was done.

Pappas joined the Greek team, alongside future star Nick Markakis, after having been found by an Orioles' international scout. Orioles owner, Greek-American Peter Angelos, bankrolled the team, according to Baseball America.

"I was playing absolutely no baseball," Pappas told Baseball America that July. "I had no interest in playing in those over-30 leagues. I heard about the Olympics and Greece maybe having a team about five years ago, and thought, "That's great. I'll be 38.' I didn't think the team would concern me."

But the 38-year-old major leaguer-turned-stock trader played. He even hit a home run.

Pappas has since started a coaching career. In 2015, he's serving as hitting coach with the Cardinals at AA Springfield.

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Ford unveils 2015 Edge; new EcoBoosts for N. America, diesels for Europe

25 June 2014

2015 Edge. Click to enlarge.

Ford has revealed the all-new 2015 Edge. The newest version of its crossover sport utility vehicle will go on sale in North America early next year with an expanded range of smart technology. Sales in South America, Europe—to include Western Europe—and Asia Pacific will follow. Eventually, Edge will be sold in more than 100 markets worldwide.

Two new EcoBoost engines. The 2015 Edge, now based on the same global platform as the Ford Fusion, will feature three engine options in North America, two of which are new powerplants: a standard twin-scroll 2.0-liter EcoBoost four-cylinder and a 2.7-liter EcoBoost V6. A normally aspirated 3.5-liter V6 engine will also be offered. All will be equipped with dual output exhaust and a six-speed automatic transmission. Edge represents the first Ford vehicle to feature standard EcoBoost power.

The twin-scroll 2.0-liter EcoBoost, offering an estimated 245 hp (183 kW) and 270 lb-ft (366 N·m) of torque, is significantly improved over the previous 2.0-liter EcoBoost. Beyond efficiency advantages, this new engine will also provide more capability. Edge equipped with the 2.0-liter EcoBoost can be specified with newly available all-wheel drive and a towing package capable of hauling a 3,500-pound trailer.

Ford utilities
In 2013, Ford sold a record 1.2 million utility vehicles in markets across the globe—up 38% from 2012.
In North America, Ford was the top-selling utility vehicle brand for a third consecutive year in 2013. Ford utility vehicle sales have been strong elsewhere as well, increasing nearly 20% in Europe last year.
In China, Ford’s share of the utility vehicle segment increased to 4.5% in 2013 from less than 1% in 2012.

Among the changes to the 2.0-liter EcoBoost is a twin-scroll design enabling optimized camshaft timing for improved engine performance and reduced turbo lag. A new, lighter engine block casting along with new aluminum balance shaft assembly shaves six pounds (2.7 kg) from the engine’s weight.

Other changes include lighter pistons; a newly designed, integrated exhaust manifold; and a new, high-pressure direct-injection fuel system for finer fuel atomization. These upgrades pave the way for an increased compression ratio of 9.7:1, up from 9.3:1, for improved overall fuel efficiency.

Ford’s Auto Start-Stop system will also be available with the twin-scroll EcoBoost engine on the new Edge. In heavy traffic, this technology can seamlessly shut down the engine to decrease fuel consumption, reducing tailpipe emissions to zero while the vehicle is stationary and the engine is off.

On the other side of the engine spectrum is Edge Sport, with an exclusive, all-new 2.7-liter EcoBoost engine that will provide an exceptional combination of power and efficiency. The engine draws its design from the best of the efficient Ford EcoBoost lineup, along with the durability of Ford Super Duty Power Stroke diesel.

The 2.7-liter EcoBoost uses the same compacted graphite iron in its cylinder block as is used in the 6.7-liter Power Stroke. This advanced cylinder block allows for a remarkably stiff and compact design that returns exceptionally refined noise, vibration and harshness control. The compacted graphite iron core is mated with a die-cast aluminum engine-block ladder frame and composite oil pan, saving weight by applying advanced materials where they are needed most.

The strength of the compacted graphite iron cylinder block allows the 2.7-liter EcoBoost engine to produce impressive power and torque for its size. Compact and efficient, the all-new engine can produce the power and torque of a mid-range V8.

The 2.7L EcoBoost is expected to deliver more than 300 horsepower, making Edge Sport the highest-performance Edge yet.

In Europe, Ford will offer for Edge two versions of Ford’s 2.0-liter Duratorq TDCi diesel engine:

  • A 180 PS (132 kW) version delivering 400 N·m () of torque and projected 149 g/km CO2, with 6-speed manual transmission; and

  • A 210 PS (154 kW) version delivering 450 N·m (332 lb-ft) of torque and projected 159 g/km CO2, with 6-speed PowerShift automatic and paddle-shift controls.

The suspension in Edge Sport has front and rear antiroll bars that are 15% stiffer than the base model, and unique rear monotube dampers that are larger in diameter. The coil springs are 10% thicker. Overall, with improved damping and control, Edge Sport offers 15% to 20% better road-holding capability, giving the driver more control, sharper steering and greater confidence.

Central to the improved driving dynamics is an entirely new body structure and redesigned suspension—front and rear—developed specifically to better isolate road imperfection and absorb noise without compromising handling.

The front-wheel-drive Edge retains a MacPherson-type front suspension, but features an entirely new, sophisticated integral-link independent rear with coil springs and a 23-millimeter antiroll bar. The advanced new system has been tuned to deliver a more dynamic, engaging ride.

Due in part to the use of more high-strength steels, the solid body structure of the all-new Edge provides a far better platform for the new suspension to work. Compared to the 2014 Edge, the new model shows a 26% increase in stiffness when reacting to bending forces and a 16% increase in stiffness when reacting to twisting forces. This results in less noise, vibration and harshness characteristics.

The all-new Edge will be the first Ford product to feature the company’s adaptive steering technology (earlier post), which will make the vehicle easier to maneuver and more fun to drive. A standard feature on Edge Sport and available on the new Titanium series, adaptive steering changes the ratio between a driver’s actions at the steering wheel—the number of turns—and how much the front wheels turn. In traditional steering systems, this is a fixed steering ratio. With Ford adaptive steering, the steering ratio continually changes with vehicle speed, optimizing steering response in all situations.

At lower speeds, such as pulling into a parking space or maneuvering in tight quarters, the new system makes the vehicle more agile and easier to turn, as it dials more steering into the road wheel. Each low-speed maneuver requires less turning of the steering wheel.

At highway speeds, the system further optimizes steering response, enabling Edge to react more smoothly and precisely to driver input. Adaptive steering technology can help make any drive more enjoyable.

The Ford system uses a precision-controlled actuator placed inside the steering wheel, and requires no change to the vehicle’s traditional steering system. The actuator—an electric motor and gearing system—can essentially add to or subtract from a driver’s steering inputs. The result is a better, more engaging driving experience at all speeds.

All three engines are mated to Ford’s SelectShift six-speed automatic transmission with paddle-shift activation. Drivers will have the ability to manually select gears via race-inspired paddles on the steering wheel. The paddle-shift system is standard on all models.

The SelectShift transmission features two modes of operation: drive and sport. Sport mode offers a more aggressive shift pattern, allowing the engine to rev higher during acceleration, and hold lower gears longer to support spirited, fast-paced sessions.

Unlike many paddle-shift systems, the Edge six-speed automatic is always “live in drive,” so the driver won’t have to select sport mode to enable operation.

The available all-wheel-drive system for the new Edge is full-time, on-demand and seamless—there are no knobs or switches to activate. An electronically controlled clutch transfers power between the front and rear axles, sending up to 100% of the power front or back.

New level of technology. The 2015 Edge will be a technology leader for Ford, with a suite of standard and available technologies designed to improve the driving experience and the level of occupant comfort. Technologies being offered for the first time include adaptive steering, enhanced active park assist, side parking sensors and a front camera with washer. Other key technologies include:

  • Active Grille Shutters: Available on select models to help counter air resistance

  • Adaptive cruise control and collision warning with brake support: Uses radar to detect moving vehicles directly ahead and change the cruising speed if necessary

  • Adaptive steering technology: Most advanced steering system ever from Ford makes Edge easier to maneuver and more fun to drive by optimizing steering response in all conditions

  • Air curtain: Creates a curtain of air alongside the vehicle using smart duct work, improving aerodynamics at high speed

  • Blind Spot Information System: BLIS® uses radar to trigger a warning when another motorist is in the driver’s blind spot

  • Cameras: New 180-degree front camera with washer featured for first time on a Ford vehicle; standard rear camera

  • Cross-traffic alert: Uses radar to help alert drivers to oncoming traffic when backing out of a parking space

  • Enhanced active park assist: Builds on Ford parallel parking technology and includes a system to guide the vehicle into a perpendicular parking space. The system can also steer the vehicle into and out of a parallel parking space

  • Forward and reverse sensing systems: The systems provide audible alerts designed to help drivers avoid obstacles when parking

  • Hands-free liftgate: Allows customer to move leg below center of the rear bumper to unlock and raise liftgate

  • Lane-keeping system: Alerts driver to steer the vehicle back into its lane if the vehicle is allowed to drift

  • Side parking sensors: uses sensors and algorithms that measure speed and steering wheel angle to warn drivers of obstacles on either side of the vehicle during parking or low-speed maneuvers

Safety technologies available on the new Edge include:

  • Active glove box knee airbag: Advanced new design uses glove box front to cushion the knees of the front seat passenger in a crash. A pliable, injection-molded plastic bladder is sandwiched between the inner and outer glove box door panels. On impact, a small inflator fills the bladder, extending the glove box outer door panel toward the passenger’s legs

  • AdvanceTrac with Roll Stability Control: Uses sensors to measure the roll rate of the vehicle and predict its roll angle. Based on this information and measurements from other vehicle dynamics sensors, the system can adjust engine torque and brake pressure at all four wheels to help the driver maintain control of the vehicle

  • Curve Control: Uses the same sensors as Roll Stability Control to detect and measure roll rate, yaw rate, lateral acceleration, wheel speed and steering wheel angle to help drivers follow their intended path by slowing the vehicle more efficiently while maneuvering a curve

  • Inflatable rear safety belts: An advanced restraint system that combines attributes of safety belt and airbag technologies. It is designed to reduce head, neck and chest injuries for rear seat passengers in frontal crashes by distributing crash force energy across five times more of an occupant’s torso than a traditional safety belt. Inflatable belts are available for second-row outboard seating positions

The 2015 Edge will be available in four trim levels. These include SE, SEL, Sport and the new top-of-the-line Titanium series to meet market demand for more premium offerings.

Quieter. In wind tunnel tests, Edge proved to be more than 1 sone quieter than its predecessor (a sone is a unit used to measure how loud a sound is perceived). This enhanced quietness is due to better sealing of the body, sound insulation improvements, and powertrains that are better isolated from the cabin and operate in a quieter manner. Acoustic windshield glass is standard on every model. Select Titanium models are even quieter, incorporating acoustic glass on driver and passenger side doors.

The twin-scroll 2.0-liter EcoBoost engine, for example, has reduced vibration levels when idling compared to the previous version, and is 2 decibels quieter. In moments of heavy acceleration, the revamped engine emits a quieter, more refined sound. This is due to multiple changes including an acoustic wrap to the intake manifold, upgraded heat shield that provides additional sound management and modified oil pump.

Edge Sport will be equipped with Active Noise Cancellation technology from Ford to manage and enhance the sound of its 2.7-liter EcoBoost engine. Using three microphones strategically placed throughout the cabin, the system is able to generate opposing sound waves directed through the audio system, enhancing overall cabin ambience.

The 20-inch tires available on Sport and Titanium trim levels are also a full 2 decibels quieter—reducing unpleasant road noises often associated with larger wheels.

The all-new Edge will be built at Ford’s Oakville Assembly Complex, near Toronto, where a US$700-million renovation has delivered significant improvements to the facility.

June 25, 2014 in Driver Assistance Systems, Engines, Fuel Efficiency | Permalink | Comments (1) | TrackBack (0)

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No mention of lighter weight or better fuel efficiency.....

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New light-driven photo-electrochemical cell produces hydrogen from contaminated gas, including air

8 May 2017

Researchers from the University of Antwerp and KU Leuven (University of Leuven), Belgium, have developed an all-gas-phase solid and stand-alone photo-electrochemical (PEC) cell that produces hydrogen gas from volatile organic contaminated air and light. The device recovers part of the energy stored in airborne organic pollutants by the production of hydrogen, while mineralizing the contaminants to less harmful CO2.

The PEC degrades organic contaminants and snd produces the hydrogen gas—without applying any external bias—in separate electrode compartments. Oxidation of volatile organic compounds (VOC) occurs at the photo-anode, while hydrogen is produced at the (dark) cathode on the opposite side of a proton-conducting solid electrolyte membrane. A paper on the work is published in the journal ChemSusChem.

We use a small device with two rooms separated by a membrane. Air is purified on one side, while on the other side hydrogen gas is produced from a part of the degradation products. This hydrogen gas can be stored and used later as fuel, as is already being done in some hydrogen buses, for example.

—Professor Sammy Verbruggen (UAntwerp/KU Leuven), lead author

The system works most efficiently with organic pollutants in inert carrier gas. In the presence of oxygen, the cell performs less efficiently but still significant photocurrents are generated, showing the cell can be run on organic contaminated air.

Schematic representation of the photo-electrochemical cell. Verbruggen et al. Click to enlarge.

The results highlighted a tradeoff when using PEC cells for organic waste gas treatment: the presence of oxygen promotes more complete mineralization to CO2, but limits the generated photocurrent and hydrogen evolution.

We are currently working on a scale of only a few square centimetres. At a later stage, we would like to scale up our technology to make the process industrially applicable. We are also working on improving our materials so we can use sunlight more efficiently to trigger the reactions.

—Sammy Verbruggen

  • S. W. Verbruggen, M. Van Hal, T. Bosserez, J. Rongé, B. Hauchecorne, J. A. Martens, S. Lenaerts (2017) “Harvesting Hydrogen Gas from Air Pollutants with an Unbiased Gas Phase Photoelectrochemical Cell” ChemSusChem doi: 10.1002/cssc.201601806

May 8, 2017 in Emissions, Hydrogen, Hydrogen Production | Permalink | Comments (1)

What an amazing possibility!

Perhaps those who have been droning incessantly about 'fool cells' should start to realise who the fools actually are.

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  1. #1

    a few questions 98 SLTH 700 twin(red)

    Just took out the "new to me" ski yesterday for the first time... I had already put a new battery (reading 15v on the mfd the whole time), and changed all the grey temco fuel line i could see.. ( didnt actually look too bad inside them) drained the seperator, and installed a inline fuel filter.. Ski seemed to have good power but after a few minutes i would notice that it would seem to develop a "surge" if i was cruising along at say 5700 rpm it would drop to aroud 5000-5200 for a little then take back off again... it would do this randomly on and off.. I tried applying the choke when it was doing this to see if a little extra fuel would change it, and no difference.. Plugs look nice and dark tan/brown (almost rich).. SO i am wondering could it still be a fuel issue, or am I most likley looking at a stator or CDI issue? was going to try fresh fuel and new plugs and see if any difference.. was about 2 gal of old fuel in it and I put 4 gal of fresh in before i went out... same plugs were in it from last season...

    Also is it normal to have some water in the hull? seemed to be 2 or 3 inches in spots, but not high enough for the pump to pick up... was below the drain plugs in the back, but still a decent amount... couldnt tell where it was coming in from...

    Thanks for any ideas or help...

  2. #2
    Banned User
    Join Date
    Jun 2010
    Milwaukee WI
    Does it have the original or updated ignition? Have the carbs been cleaned/checked/rebuilt? I dont believe this ski came with an in line fuel filter. There is a fine mesh screen filter in the water separator. I just rebuilt a 99 SLTH so im very familiar with this particular ski.

  3. #3
    Click avatar for tech links/info, donation request K447's Avatar
    Join Date
    Jul 2007
    near Toronto, Canada

    Lots of useful info can be found through my signature links.

    Full carburetor rebuild should be high on your list of things to do.

    Water in the hull, look for where it is coming in. Check the through-hull seals at the drive shaft, the speedometer pitot hose under the drive shaft. Also check the cooling hoses for leaks.

    When the hull is level or nose high on the trailer the water should drain out the rear drain holes. Make sure those are not leaking water when in place. If you have the old style removable rubber plugs they can be replaced with the newer captive style.

  4. #4
    Polarisitis loonatik's Avatar
    Join Date
    May 2010
    Tampa, FL
    Drop in RPM could possibly mean fuel starvation. You didn't mention anything about the carbs so I'd 2nd that with Bryan, they need to be gone thru.

    Piston wash reading is more reliable and preferred over spark plug reading. Proper plug reading is done with fresh plugs and killing engine at full speed. You may find it in Tech Tips section, or look at this link:

    Anytime a leak is suspected, first place to check is the "thru hull drive shaft coupler". The seals are probably bad.

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  1. #1

    Angry problem connecting map sensor connector to R&D powershot fuel adjuster

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ID:	252762has anyone had this problem, i started installing my R&D powershot fuel adjster but had to stop because the male/female connectors of the PS are different then the male/female connectors on my yamaha fzr.

    i attached some pics, i have a 2011 yamaha fzr.

    however the PS male/female connectors match the fuel injector male female connectors

    that is the only problem is the ps map sensor connectors/
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  2. #2
    I had the same problem. The 2011 map sensor plug is different. The only thing the powershot does to the map sensor signal is remove the boost limiter. I had an R3 program so it made no difference. I just left the factory map sensor plugged as normal and left the powershot unplugged. I only use the powershot to add fuel as the R3 program disables the boost limiter on it's own. As long as you have a reflash you should be fine. How much boost are you running?

  3. #3
    hi, you had the r3, what if i want to use the powershot do you know what to do,
    i upgraded to the c1 monster so maybe 9 pounds of boost

  4. #4
    I take it that you have a stock computer. I'm not sure where the factory boost limiter is at. From reading R & D's site it looks as if that at 7300 or so rpm your only getting a pound or two of boost over stock. I'm not sure of your elevation, but even at sea level I would bet that you shouldn't have a problem. Just leave the map sensor plugged like factory and only use the powershot to add fuel where needed. Worst case is that you hit the factory boost limiter. It won't hurt anything. For more boost you will need either a reflash, aftermarket ecu, or for R&D to make a powershot for the 2001 map sensor. As far as I know neither R&D nor Riva has been able to get the plugs for the 2011 map sensor.

    Also I highly recommend to get a boost and air/fuel gauge. Even if you only temporarily install it for tuning purposes.

    I hope this helps...

  5. #5
    mjh3ides's Avatar
    Join Date
    Jul 2007
    Jupiter, Florida
    Why not call R&D & ask if they can send you a connector for the 2011 sensor.

  6. #6
    I like the idea of asking for another connector, I sent an email to rd-performance and tomorrow i will be calling

    ps i attempted to locate a connector on my own to match up with the oem, i never knew that is almost impossible to identify
    i.e. dephi, molex ... automotive, etc etc, i must looked at 3,000 connectors!

    thanks for everyone's advise.

    ill follow up with everyone as soon i here back from RD-performance

  7. #7
    As far as I know r&d and riva have not been able to locate the 2011 connector. Please let us know what r&d tells you.

  8. #8
    Follow up: Glen @ RD informed me that the 2011 fzr map sensor is different then the 2010 and that Yamaha has yet to disclose the connector, as of this time there are not any matching connectors out there yet.

    Glen advised to send back the powershot and apply the credit to a ECM flash. I just fedexed my ecm and returned the powershot. Im going with the R2
    thanks for everyone's help

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1986 24ft Formula, fresh interior outside cabin, custom fiberglass dash, twin 350s. Motors were pulled 6 yrs ago and totally rebuilt. Bored to 355ci, forged Dart heads, custom cams, Stainless Marine exhaust. Counter rotating drive on starboard side for better control. Always flushed and well maintained. Always kept under cover. Sits on a 2004 aluminum tandem axle trailer with new tires. Boat runs great, just had the drives serviced and replaced both batteries. Turn key and ready to ride. Email or call Charlie 301-six-four-three-8866. charliecarlson1024 at gmail.com Have more photos if you want them. Located in Southern MD

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  1. #1

    6, 8, or 10 ply for 10" tires?

    Hello All,

    I'm replacing the wheels / tires on a recently acquired Shoreland'r trailer; double with two 1996 Sea-Doo GTX's.
    Shoreland'r show's a tire spec of 20.5x8.0-10E for a comparable new model of this trailer; I'm assuming the E designates a 10 ply based upon that's what's used on LT truck tires to designate a 10 ply tire.

    Price is a VERY minor difference between the different ply tires so that's a non-issue.
    I'm assuming best to stick w/ the 10 ply?
    10 seams to be overkill and just wondering if an 8 ply would provide a smoother ride for the trailer. This trailer does have a torsion axle so I may be over thinking things a bit...

  2. #2
    Click avatar for tech links/info, donation request K447's Avatar
    Join Date
    Jul 2007
    near Toronto, Canada
    I would be working from the tire weight ratings and sidewall air pressure ratings, rather than from the ply count.

    You want the replacement tire to be rated equal to, or greater than, the trailer manufacturer's tire specification for the trailer, in terms of weight rating.

    Do you want to upgrade to a larger diameter tire? In general, larger diameter trailer tires provide greater weight carry spec, easier rolling resistance, and smoother ride.

    My own preference is for the largest diameter tires that will fit under the fenders and carry the rated trailer total weight (trailer weight plus load weight). 'Fitting under the fenders' means the tire will not rub even when the axle is at max jounce upwards against the bump stop during a really hard road bump.

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  1. #1

    Want fried Riva 1200 NPV CDI

    Looking for an old RIVA CDI for the 65U to repair. These are extremely difficult to come by, and I've heard that alot of them are fried. I would like to disect one and see if I can identify the faulty component and repair it. I'm sure people have some dead ones lying around. Let me know. Thanks.

  2. #2

  3. #3

    Join Date
    Nov 2006
    east end of long island
    Well i may be able to help. My cdi just partially failed. The cdi works great up to 3/4 throttle but any more and is breaks up badly. I would like to fix this issue as well. I installed my spare but i dont like having an extra on the shelf.

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  1. #1

    Join Date
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    Dallas Area

    Compression Check on a GP800R

    Hello All! I'm a newbie to this forum and just looking for some information.

    I need to check the compression on a GP800R. On my Kawasaki, there are ground connectors to plug the spark plug wires onto when cranking the engine with the plugs out. The Yamaha doesn't have anything like that. Is it necessary to ground the plug wires on the Yamaha when cranking the engine?

    Also, what compression should I expect to see? ~120psi?

    Last edited by Ski Monkey; 01-24-2008 at 11:01 AM. Reason: corrected typos

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i went to hook the ski up to the trailer and all my towing equipment was gone. the stole the receiver the all the balls i had like 5 different sizes and the convert for the lights.

i refuse to get new stuff because i wont use it after this weekend what a horrible ending to such a good week.


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Results 1 to 3 of 3
  1. #1

    Join Date
    May 2008
    St Paul, Mn

    1993 Seadoo XP in St Paul, Mn - $750

    For sale in the St Paul area, a 1993 Seado XP not in to bad of shape runs good, 160psi on each cylinder, plugs have a nice tan color to them, can send pics $750 Let me know if you are interested.

  2. #2
    Banned User
    Join Date
    Aug 2007
    Reading PA
    hey send the pics to [email protected]

  3. #3
    gorilla03's Avatar
    Join Date
    Sep 2006
    stevens point wi
    why not post the pictures up on greenhulk?

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1200FGF6002A26B electronic part

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Pro-Grow 400 L.E.D. Jock Horror and Blackberry buds

Jack and Black!

We’ve come to the finish of “Round #2” with Hydroponics Hut‘s Pro-Grow 400 LED grow light. I really wish I had done a “start to finish” rather than a “perpetual” style grow, as the finish looks so much more dramatic, harvesting all, or nearly all the plants at once, versus a plant or two every few weeks. Though thinking about it, if that’s my only issue, then things went pretty well! But let’s recap, shall we?

Beginning around Mid February, 2012 till Early May, we began blooming a total of 5 plants under the PG-400.

  • Aurora Indica #4 – Seed, 3 gal soil
  • Aurora Indica #3 – Seed, 3 gal soil
  • Blue Mystic “D” (Yes, another “BMo-D”) – Clone, 3 gal soil, Height: 30 cm.
  • Jock Horror #3 – Seed, Height: 36 cm. (LST’d)
  • Blackberry #3 – Seed, 3 gal soil, Height: 38 cm (LST’d)

Close up of Aurora Indica colas before harvest.

Aurora Indica #4

Aurora Indica #4 finished first at just under 9 weeks at 12/12. After the cure, 2.25 ounces of manicured prime medical grade cannabis was recorded. Her thick, resin coated buds were surprisingly dense and though they did shrink some, they remained very heavy, rock hard, sticky and quite aromatic. Even the uncounted lower buds & trimmings were amazing, though lacking “bag appeal”.

Both Aurora Indica plants stepped it up in terms of yield, while the quality and potency was right on par with our previous crop. Plant #4 is the stand out in terms of being the most potent, #3 had a flavor/aroma combination that was just amazing.

Aurora Indica #3 at early week 6 of bloom.

Aurora Indica #3 had beautiful long, slender colas that are densely packed almost looking like missiles. She was harvested late into week 9 of bloom, although the plan was to let her run another week or two her plan was different, as she began to put out male stamen. Not wanting to risk further potential seeding, #3 was harvested. After curing, 2.0± ounces of thumb sized nuggets was the final call. There was a respectable amount of marble sized buds from the lower and inner branches, all every bit as good at their larger counterparts.

A dense Blue Mystic, medical marijuana plant.

Blue Mystic “D”

Next to fall to the sticky scissors was our Blue Mystic offspring,  Plant “D”.  At mid-week 8 of budding, all signs pointed to harvest. This phenotype is nearly devoid of any pungent aroma, making it a great closet strain. What she lacks in scent, this plant makes up for in trichomes, as leaves stems and even branches are dotted with sparkling resin glands. Solid, dense buds though when dried were somewhat light to the feel, still managed to pull off just under 3 oz of primo, manicured meds.

The two flagship strains of the grow, are Jock Horror #3 (a genetic Jack Herer strain) and the Nirvana Blackberry #3. Both plants responded to being put into bloom by doubling or in the case of the Jock, tripling in size. In addition to great growth & mass, the bud and cola size was of the larger variety, nearly wrist thick and trichome covered. The Jock eneded up at 3.75 ounces, not counting our stash of smaller pieces used in the pics below. The Blackberry came in at  an impressive 2.5 ounces of primo meds, however a good portion never made it to the scale as they were about 25% seeded. The Blackberry did go hermaphrodite, much more than previously thought. Her cuttings have been removed from the bloom tent & the veg area.

Pro-Grow 400 LED grown Jock Horror Buds

Jock Horror (Jack Herer) Buds, grown under our Pro-Grow 400

Close up Dried & Cured Jock Horror Buds

Close-up, Jock Horror Buds

Close up Dried & Cured Blackberry Buds

Close-up, Blackberry Buds

Nirvana Seeds, Straight from the Source!
Grow Weed Easy!

Pro-Grow 400 LED grown Blackberry Buds

Nirvana Blackberry Buds, grown under our Pro-Grow 400

Granted, we began the grow with 6-10 week old seedling & clones, and just ran the bloom under the Pro-Grow 400. From mid-February to early may, we harvested just under 1 pound of what I consider to be the cream of the crop buds & nuggets. And while the vast majority of that, if not all made its way to many a happy patient, the remaining additional ounces of “b” grade (which is still far better than any commercial stuff available) is good & plenty enough to keep me happy for a while.
Some things to keep in mind… I didn’t really stress efficiency with this grow.
  • Better space management – i.e. LST, super cropping, lollypopping, etc.: The art of bending tops and branches, removing lower growth, defoliating to allow more light in can produce larger overall buds and colas.
  • Select “Production” strains: The better producers under LED are subject to opinion, but I find strains like Jock Horror, Northern Light, Durban Poison, Big Bud, PPP tend to excel in terms of production.
  • A more aggressive nutrient schedule: We used Fox Farm’s and Earth Juice’s line of nutrients all at the bare minimum. While some of the plants did show mild deficiencies near the mid to end of bloom, the overall health was acceptable and the plants could have easily been pushed a little harder.

At, or near the one pound mark in under 4 months, I’m pretty content with that. With a little effort and some common sense, I think just about anyone could easily improve on these results.

On a point of comparison, I pulled my notes from a grow I’d done a few seasons back, under my 600 watt HPS. Grown was a Jock Horror of similar characteristics to our recently harvested. Although the HPS plant was about an ounce larger than the Pro-Grow 400 plant (4.5 oz -vs- 3.75 oz), it is important to point out that the Pro-Grow 400 used LESS than HALF of the electricity, about 260 watts against the 600 watts of the HPS.

Nirvana Auto Flowering Marijuana Seeds

Needless to say both plants were spectacular! See below…

Jock Horror, Grown under a Pro-Grow 400 LED Grow Light
Jock Horror, Grown under a 600+ watt HPS grow light

Jock Horror – 5 seeds (feminized)»


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Open Box Peavey 6534 Plus 120W Tube Guitar Amp Head Black

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The 2-channel, 120-watt Peavey 6534+ guitar amplifier head is loaded with EL34 power tubes that give this American legend a British flavor. The extreme high gain and legendary tone of the 6505 Series ... Click To Read More About This Product

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The 2-channel, 120-watt Peavey 6534+ guitar amplifier head is loaded with EL34 power tubes that give this American legend a British flavor. The extreme high gain and legendary tone of the 6505 Series is here in excess, but with a special new design that minimizes the noise that many high-gain tube amps generate.

The Rhythm channel of the 6534+ guitar amp head is voiced to clean up nicely while still retaining its raw saturation. 6 select 12AX7 preamp tubes provide the tonal foundation for the Peavey 6534+. Both the Lead and Rhythm channels feature independent 3-band EQs, pre- and post-gain controls, and Peavey's patented Resonance and Presence controls which provide low-end enhancement and high-end boost, respectively. The guitar amp head's Rhythm channel also includes a bright switch and footswitchable Crunch boost. Additional features include footswitchable effects loop and preamp output.

  • 120 watts RMS into 16, 8, or 4 ohms
  • 6 - 12AX7 preamp tubes and 4 - EL34 power amp tubes
  • Footswitchable Lead/Rhythm channel select
  • 3-band EQ on each channel
  • Resonance and Presence controls on each channel
  • Pre Gain and Post Gain on each channel
  • Footswitchable Crunch boost on Rhythm channel
  • Bright switch on Rhythm channel
  • Preamp output
  • Effects loop
  • Bias test point
  • Footswitch included
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Peavey6534 Plus 120W Tube Guitar Amp Head

(based on 7 reviews)

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Reviewed by 7 customers

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(13 of 18 customers found this review helpful)

By John Doe

from Oklahoma

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

I recently traded my 6505 Plus for this head, because this head owns noobs. The clean channel on this head is ACTUALLY clean, unlike the 6505, and very crisp. The lead channel will blow your mind, it has some serious gain. It can do everything from blues to face melting metal. I play through a Marshall cab, but only because we had it setting around. Can't say what it would sound like with the matching V30 cab. The only pedal I use is a chorus pedal through the clean channel. The lead channel needs nothing, trust me. If you're thinking about a 6505 Plus, try this head first. It's basically the same thing with a better clean channel and differnt tubes. You won't be dissapointed.

(3 of 5 customers found this review helpful)

The 6534+

By Joseph Garcia

from Los Alamitos, CA

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

The first review says it all. The 6534 is named for its EL34 which gives this beast amazing tone. It's basically the amp that does it all. From squeaky clean to sizzling overdrive to face melt distortion, this amp does it all. AND AT THE SAME PRICE AS THE 6505+! This amp is a must buy if your already planning on buying the 6505+. Also it sounds amazing with its matching cab. This amp is a must buy! Thank you Peavey!

(2 of 3 customers found this review helpful)

Sickest Amp on the Planet???

By Justin Talley

from Jackson Tennessee

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

Hands down the gnarliest piece of gear I own. I used to own a Peavey Valveking until I traded up for this thing. I have tone demos available on YouTube if you want to hear it. Look up SEIJITV if you're interested. Anyway the only con about this amp in my opinion is the transition between the clean and crunch channels. On my Valveking the crunch was activated off the lead channel but on this amp, it's switched on through the clean channel and if you want to get a grittier cruch tone you have to turn the gain up which affects your clean tone which makes it a bit bothersome. But honestly that's it. This is a very versatile amp. Great for Deathcore, Metalcore, Nu-metal, all the way to Alternative, Indie, and Modern Rock.

(1 of 1 customers found this review helpful)

My Go-To Amp

By Brent

from Undisclosed

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

I'm surprised there aren't more reviews raving about this amp. I've tried the 6505, 6505+, and then decided to try the 6534+ after learning the difference in sound between the 6L6 and EL34's. I think this amp is the perfect combination of crunch and warm, full distortion... something the 6505+ was close to, but single note riffs just sound better in my opinion (more depth and saturation) with the EL34's. In the heavy gain department, it's a step ahead of my Marshall JVM410H and a few steps ahead of the JCM800 with just a boost pedal, no need to play with extra gain/tone. The Presence knob really helps you get the full, heavy sound you want. I'd imagine more companies will be coming out with ultra high gain EL34 amps (such as Schecter's new Hellwin), and more musicians will be switching from the JCM800. Cleans are MUCH better than the 6505, 6505+, or my EVH 5150 III. It's the difference of the power tubes, plain an simple. I actually use it, where with the other amps, I still went back to my JVM410H if I wanted cleans. The presence is the same as the others, where it really only works between 8.5-10, but it doesn't bother me after you get your sound. I haven't had one single problem with the amp. That's a bummer some people (1 or 2 reported on GC) have had issues, but no issues here. Quality product, made in the USA.

The 6505 with a little extra punch!

from Raleigh

Site Member

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

I traded a mesa express combo for this head as I needed something a little more beefy. I play out of an avatar traditional 212 with wgs british lead and retro 30 speakers. This amp absolutely kills. I play mostly high gain metal stuff but this amp's clean channel is suprisingly good and a little cleaner imo than its cousin the 6505. The EL34's deliver a warmer sound and also a punch to the drive while the 6505 has more of a peircing sizzle if you will. This amp has given me the tone I've been looking for and I couldn't be happier. I have had no issues with reliability and in my experiences with peavey I probably won't. If you are on the edge about getting this piece, do it!

(0 of 4 customers found this review helpful)

Great Sounding Amp! Broke under 2 weeks, poorly made for USA

from Flint, Michigan

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

I see alot of bands use this amp and I just don't get the hype or understand how they deal with it.. I've had nothing but issues with it. Peavey has been a huge disappointment to me, I was finally able to afford there product and was very happy with it for the first 2 weeks, after a day of the amp working fine I turn the amp on to notice that the tubes are not warming up nor am I getting sound out of my cab. I did research and I found out that a 8 pin connector inside the circuit burned out not allowing my tubes warm up thus not allowing sound. HUGE ISSUE and a random issue can happen to any 6505 or 6534 users. Very undependable, typical tube head maintenance are Tubes go out/Replace tubes, pots get dirty, blown fuses. This problem requires re soldering and possibly a new circuit board. Not well made for USA. Amp feels good, dials are easy to read and easy to dial in tones. channel buttons are good to access. sleek look and cool black grill makes this amp hard to not buy.. but stay away.. If you really want to tour with this amp,I recommend least 2 of these heads because one will one will defiantly go out on ya..

Great amp

By mehrdad soodmand

from Leesburg

Comments about Peavey 6534 Plus 120W Tube Guitar Amp Head:

I got this amp with bad and mixed brand preamp tubes. The clean channel was low and crunch didn't exist. I change the tubes, now it sounds great in all channels and modes. This is a wonderful amp.

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You are here: Home / BachoTeX / BachoTeX 2010 / How to get to Bachotek

How to get to Bachotek

Back to conference main page

By plane to Warsaw or Bydgoszcz

Participants arriving from overseas will probably fly into the Warszawa (WAW) Fryderyk Chopin airport: the national carrier (whatever this means nowadays) is LOT. Many other carriers (e.g., British Airways, KLM, Lufthansa) fly to Warszawa. Low fares airlines also operate Warsaw routes. The airport closest to Bachotek (about 120 km) is Bydgoszcz (BZG). At the time of this writing (March 2010)  there are several carriers and flights operating to this airport, especially from and to UK. When shopping for deals, instead going directly to an airline's web site you can try the services of the many available travel portals.

From the airport, delegates should take the Airport City bus to Warszawa Centralna (“Warsaw Central”) station: the bus journey costs 10 PLN (the current exchange rate is about 3.6 PLN to 1 EUR). Airport-City bus goes from the airport to the city centre about every 20 minutes. It takes about 30 minutes to reach the railway station. The ticket for a person (no baggage ticket necessary) can be bought from the bus driver. The Airport-City bus stop is located exactly at the exit from the airport building, near to the taxi lane. The busses are yellow and relatively small. The Airport-City buses go further than the Warszawa Centralna railway station so be careful to leave the bus on time.

The number 175 bus is a cheaper option (cost: 2.40 PLN, luggage 2.40 PLN), but the journey by this means may pose some dangers, particularly to those travelling with large quantities of luggage, exposed wallets, documents, etc...

You may also need to pay ~3 PLN to the assistant at the Office for calling a radio taxi (telephone number 919) to the station, the ride will cost you (20-30) PLN.

At the railway station there are possibilities for exchanging money (on better terms than at the airport) as well as making the ticket payment with a credit card (VISA, MASTER CARD).

From Warsaw to Bachotek via Toruń

Train travel within Poland is not expensive, and it is advisable that delegates book first-class accommodation with reserved seats if possible: couchettes and sleeping cars (the latter are single-sex) are available on some overnight trains. Beware of pickpockets: they are known to operate on Warszawa Centralna station on trains arriving and departing from there. Never allow yourself to be forced to pass between two strangers while making your way down the corridor of a train.

Because PKP, the Polish Rail, closed down the Tama Brodzka station to which until 2006 one could get conveniently by train (Bachotek is within 30 minutes walking from Tama Brodzka — see the map), it looks as if the best choice to get close to Bachotek by using a train is to travel to Toruń. In the PKP railways' time table search for a train connection from Warszawa Centralna to Toruń Główny.

From Toruń to Bachotek via Brodnica

Once in Toruń, you can get a taxi to the main bus station (ask for “dworzec autobusowy"). It'll cost you 3 to 4 EUR. At the dworzec autobusowy you can get one of the quite frequent buses to Brodnica (see the bus time tables page). Preferable are buses with further destinations (see the bus time tables), as one can ask the driver to stop further on the road at the “Ośrodek wypoczynkowy Uniwersytetu Mikołaja Kopernika”.  If the final destination is Brodnica then this is also OK. You are very close to Bachotek, about 7 km. You can take a taxi (not expensive, try phoning: 56/9628 or 56/9629 ) or phone the conference bureau for arrangements (0048 56/498-53-84 when calling from abroad or 56/498-53-84 from Poland). If you decided to take this route, drop an email to secretary at gust dot org dot pl,  we might help you even further.

Bachotek (the conference venue) can also be reached from a bus stop in Tama Brodzka on foot in about 20 min. Take the road to Nowe Miasto (Olsztyn), pass the lake on your left, go uphill for a while, next turn left by the information table which reads “Ośrodek wypoczynkowy Uniwersytetu Mikołaja Kopernika” (see the map). Here is a Google map showing the “last mile” and the photograph of the “key turning point” at the main, number 15, road to/from Olsztyn.

of Bachotek Bachotek-

By car

If you prefer to drive to Bachotek, and are coming from outside Poland, particularly Western Europe, you will have to choose a border crossing. The best known, although sometimes crowded, is Frankfurt (am Oder). The alternative is the less frequently used local crossing at Kostrzyn. Once in Poland, you should drive in direction of Poznań, then Gniezno, Toruń, Olsztyn. (Bachotek is situated very close to the road Toruń-Olsztyn). For those arriving from Eastern Europe, the choice of border crossing depends on the country they drive from. (People crossing the Lithuania-Poland border will drive via Suwałki and Olsztyn; the Belorus-Poland border — Briest, Warszawa, Brodnica; the Ukraine-Poland border — Lublin, Warszawa, Brodnica.)

Pay particular attention to speed limits (50 kph in towns/villages, 90 kph outside, 110 kph on expressways and motorways: any/all of these may be overridden by signs). Speed limits are strictly enforced by concealed radar traps, and “no overtaking” zones may be monitored using binoculars! The alcohol limit for drivers is 0.2 promille.

Arrived at the gate?

If yes, try to get into the fenced area of the Bachotek Holiday Retreat. This should be possible even at night, as the porter should always be in his lodge near the main entry gate. Once within, please go to the conference office located at the entrance to the Lecture Hall unless it is deep into the night when the porter will try to help, even if your languages don't match.

Else, try phoning this number: +48 603 694 517...

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