#drawback. quaffed

[maypoleman1]

9th February

St Teilo’s Day

St Teilo. Source: Orthodox Christianity website

Today is St Teilo’s Day. Teilo was a fifth century Welsh monk and bishop, possibly of royal descent, who became a leading figure in Welsh monasticism and also the Bishop of Llandaff, near Cardiff. He was particularly venerated in the Celtic areas of Britain that held out against the Anglo-Saxon invaders, and his cult therefore naturally extended to Britanny. A rather gruesome cure became associated with this Welsh saint. Apparently if one was afflicted with whooping cough, a cure could be obtained by drinking from Teilo’s holy well at Maenclochog in Dyfed. The only drawback to this was the curative waters had to be quaffed from Teilo’s hollowed out skull, or the cure would not work. To complicate matters, Teilo apparently had three skulls - located at Llandaf, his birthplace in Penally, and the place of his death, Llandeilo Fawr in Dyfed. This was explained by God wishing all three sites to have a (literal) piece of Teilo, so he effectively cloned the deceased saint’s head twice. The skull generally held to be the real thing now resides in Llandaff Cathedral, and no one attempts to drink from it.

It is hard to see this strange tradition having anything other than Celtic pagan roots, given the importance of heads to Druidic religion, and the belief that the skull had magical properties.

[lawlikecaseywells]

“Imagine if coffee hadn’t been invented, forget the cure for cancer, this will save far more lives let’s all be honest here.” Casey muttered, trying with all her might to ignore her pounding headache as she quaffed her large coffee as quickly as she could, not caring that the liquid was still burning hot. Normally she’d have stayed in the courthouse for the entirety of lunch but today she needed to get some fresh air which was why she’d walked a couple of streets away to a nearby bakery she had loved ever since she lived in the city. They did the best vegan red velvet cupcakes which was what she had half eaten in front of her. The lawyers need for sweet things had risen tenfold in the last month and she couldn’t get enough of them, as most people knew. The only drawback of this place was the ‘communal tables’ they insisted on having, not something she liked, but the was overshadowed by the confectionary. @cityofdreamsstarters​

[peterwolfboylopez]

Peter spent perhaps a bit too much of his time with the fashionable vampire called Kolya. The realization hit him as he walked through the door to A Stitch in Time, a bundle of clothing over his arm for repairs and alterations. That damn mutt had an affinity for causing him to rip his favorite trousers and quite honestly? He was getting rather sick of the whole thing.

“Kolya. Mi amour, I have a fun job for you.” Fun, a relative term, perhaps, but at the very least he could trust the man not to ruin his favorites with messy stitches and shoddy seams. And he was good for a chat. And he was handsome. Peter was a man with simple needs, and Kolya filled them easily with his easy energy and good taste.

As he reached the counter, he glanced around the shop while he waited for the other man to appear, fingers drumming lightly against the counter. He needed to restock his fridge, he was feeling ready for a feast. Another drawback of that damn canine co-opting his body, always hungry, always itching for a fight, wanting to scratch and claw and bite. Extremely uncooth. “Darling, I’m sure your hair is perfectly quaffed, stop staring at yourself in the mirror and get your ass up here.”

@fangbites

[mechagalaxy]

Sten Hugo Hiller - 627184: Equipment: NANOBIOPTIC GLOVES

(By Sten Hugo Hiller - 627184) Equipment review

Todays (N-Cockpit) Equipment: NANOBIOPTIC GLOVES

At the Paladious Arms, my prefered outlet for Mechs and associated hardware for them, the struggle between me and the Cognac bottle was over.

The Cognac was vanquished, but I was quite groggy myself. The tought process had slowed noticably, walking was out of the question, blurry sight and severe problems when it came to comunicating was drawbacks. On the other hand, for the first time in a while the pain was gone.

A rumble from downstairs made me look at the staffer present. That worthy understood my silent question and went downstairs to inquire. A few minutes later he reappeared. Balancing a cofee pot, a big pitcher of tomato juice and some sandwiches on a tray, he wordlessly indicated the brochure besides the sandwiches.

By dint of some mighty concentration I managed to close just one eye. The text swam, but it seemed to be about some really interesting cockpit. Absentmindedly I brougth the cofee cup to where I thought my mouth should be. Some of the cofee got into my mouth and scalded the upper airways, the rest spilled onto my chest and into my lap. The staffer immeditely dragged me to the shower and turned the cold jets to full power.

Some time later, shivering in a borrowed robe, the text was much easier to dechiffer. Quaffing tomato juice I marveled at the elegance of the

Nanobioptic Gloves

N-Cockpit for 110 tonners

...……..Precision: 12 ...….2X Damage: 6% ...………...Shield: (2) Laser Vulnerable: 2% Cost: ..Ferrite: 1000 Bioptics: 2260 ..Niodes: 61 Purchase limit: 40

Solid targeting assistance, decent multiple and some shielding. The vulnerability is not to bad but remember, those percentages do add up. The only other N-Cockpit currently avialiable for the 110 tonners is the

Target Tracking

N-Cockpit for 105-110 tonners

.……..Precision: 8 ..….3X Damage: 4% Missile Damage: 6% ...Ice Vulnerable: 4% Cost: ..Ferrite: 1992 Bioptics: 1450 ..Niodes: 58 Purchase limit: 20

Not a bad piece, but the targeting assistance is only two Thirds as effective. The multiple is of aproximately the same value, and the boost to Missile damage is for some more valuable then some shielding. But the weakness is twice as big, and as mentioned, those percentages add up.

All in all there is no question of the Nanobioptic Gloves winning this comparison hands down.

Should you buy one? No, you should buy 9, enough to outfit the Cyberdon (the only Mech this Cockpit currently can be used on)

Did I buy one? No. First of all, Niodes are scarce for the moment. Secondly, my Cyberdons are a long way from being deployable.

[itsworn]

What’s an Autocar? We Look at This Example From Vanderhall

Most things built to eat up mile markers are meant to be more than a conveyance to get us down the road with urgent promptitude. They are built for the rapid pursuit of pure joy. For upstart American manufacturer Vanderhall Motor Works, the fun factor was up on the drawing board from day 1.

After some five years of development and wheelbarrows of cash, Vanderhall brought three models to market in 2015: the Laguna, Laguna Sport Premium, and the posh Laguna Bespoke Motoring Experience, a mouthful of a marque that’s officially tagged as “sold out” on the company’s website. For 2017, the Provo, Utah–based maker rolled out the Venice, fitted with sleek ABS bodywork sitting on a mono aluminum frame. Priced at $29,950, it’s competitive with other autocycles on the market, such as the Polaris Slingshot. One might call it the factory’s entry-level hot rod.

Autocycles are loosely defined as three-wheeled, enclosed vehicles—a crossbreed between car and motorcycle. The National Highway Traffic Safety Administration classifies them as motorcycles, but states differ on regulations. To casual observers, if it has a steering wheel and side-by-side seats, it’s a car (no matter how many wheels). Perception, however, is not the law.

All Vanderhalls share the same driveline: a Chevy 16-valve, 1.4L turbo usually found in the Cruze and Sonic and matched with Chevy’s surprisingly sure and smooth-shifting six-speed 6T40 automatic transmission. The Venice offers a dealer-installed bump shifter option for $995, included with my test mule. The automatic torque converter allowed for clutch-less hand shifting, which I preferred around town. The engine likes to spin over 2,000 rpm and tends to lug at low speeds in automatic mode. Like a motorcycle in city riding, the Venice mill is better in a gear lower than it would choose for itself for quicker acceleration.

The engine size doesn’t sound impressive or inspire images of a mighty, snarling beast. After all, it’s smaller than many motorcycle engines. But as a result of some secret in-house tweaking and tuning, this powerplant has the deep-down grunt and go that makes the Venice a hedonistic pleasure. The trike makes a claimed 180 hp at 4,950 rpm and 185 lb-ft of torque at 2,450 rpm. For a vehicle weighing in at a slight belt notch below 1,400 pounds, it has a power-to-weight ratio that translates to a nice shot of adrenaline. The Venice gets about 30 mpg in combined driving, and its 9-gallon fuel tank gives it all the range you’ll want before refueling.

The company claims 0–60 will happen in 4.5 seconds, which would smoke most things that come with a steering wheel—and it costs less than $30K. Riding sans stopwatch, I can faithfully report the Venice has got some serious giddy-up. Fast off the line, its roll-on power is even more impressive—the kind of go needed to swiftly pass anything moving at legal speeds and accelerate with aplomb from onramps. When riding/driving things built for speed, quick acceleration is a safety feature—in the right hands. The tach has no redline, but factory specs put it at 6,500 rpm—good to know when in standard shift mode. Top end is a claimed 140 mph. In a vehicle that rides less than 6 inches off the tarmac, even half that speed feels like you’re straddling a missile. Add a couple of wings, and the Venice might depart the planet.

Like most production trikes, early Vanderhall experimental models used motorcycle engines. According to Dan Boyer, director of sales and marketing, those proved to be lacking the desired torque and electrical output. Vanderhall eventually went with the GM transverse, inline-four, front-wheel-drive engine, which checked the rest of their power boxes.

The Vanderhall’s aesthetics are based very loosely on a 1960 Formula 1 car. I got enthusiastic thumbs-up from plaid-shirted guys in pickups; leathery, hardcore bikers; quaffed and polished sports-car snobs; smiling pedestrians in miniskirts; and weirdos on bicycles. The whir and hiss of the turbo and autocycle’s vintage stance had my passenger describe the Venice as “steampunky.”

I’ve ridden most every type of two- or three-wheeled contraption, and most take some getting used to, while some behave so counterintuitively they defy good sense and maybe physics. Some were a dream to ride—others a nightmare. I was prepared for a significant learning curve when I first lowered myself into the door-less Venice.

It’s an awkward entrance that will have you reaching for something to hold on to. The only thing to grab is the windshield, which will crack if you pull down on it. I was very mindful of this, keeping all appendages away from the glass while still trying to get into the bucket seat. It would be helpful if proper lodge and dislodge from the cockpit was diagrammed in the owner’s manual, which is a downloadable document that begins with “The Vanderhall Venice is NOT a car,” but no such luck.

The Venice instantly fired to life with a low, deep grumble. Modifying or upgrading the pipes immediately came to mind, but then again, I like it loud and growly. The shifter sequence takes you from Park to Reverse, Neutral, Drive, and all the way back and down for standard mode. That’s where the shiny, silver knob on the driver-side panel (where a door would be) comes into play. The panel serves nicely as an armrest, with the shifter knob poking up exactly where my hand found comfort. Initially, I kept it in automatic.

Any trepidation about the how the Venice would handle vanished almost instantly. There was no learning curve. The front-wheel drive pulls it through turns effortlessly; add electronic-assist, rack-and-pinion power steering, nicely engineered front-to-rear weight distribution, a well-matched suspension, excellent brakes, and that peppy turbo, and you have a machine that performs beyond expectations. A cabin heater, plus heated seats, helps everyone stay comfy when it gets cool. LED headlights, brake lights, turn signals, hazard lights, power port, and a Bluetooth-connectable, loud-and-clear-as-hell, 600-watt sound system round out the civilized bits.

The dash-mounted clock will soon be replaced by a more relevant temperature gauge, according to Boyer. The dash includes a row of old-school toggle switches for things like cruise-control activation and cruise-speed control.

The Venice is not without some drawbacks. Besides needing yogi skills to get in and out of the vehicle, the cockpit is cramped, the seats are thin with no lumbar support, and if you are thick and/or broad, you will find hard bits poking you here and there. Legroom, however, is ample, but “width room” could use a few more inches. There is an unconfirmed story that CEO Stephen Hall had the Vanderhall built around his 6-foot, 6-inch frame, which makes sense after you climb into one. If you’re less than 5 feet 10 inches tall, give or take, you’re looking through the windshield—not over it like most motorcycle shields. There are no windshield wipers, so expect blurriness going in the rain unless you’re tall enough to look over the shield. Engine checks and maintenance begin with removing the hood via four bolts per side, a somewhat daunting chore that will likely add time between fluid checks. A hinged hood would add 65 pounds, said Boyer, a weight gain the company would like to avoid.

If caught in a downpour, the cockpit could turn into a bathtub. Boyer points out that there are two drain holes, and the carpeting is marine grade, but he also recommends the Venice not be ridden in the rain, which makes the Vanderhall model names all the more appropriate. Meanwhile, the company is developing different types and sizes of covers. Storage is about enough for a pizza and a six-pack (or two); Vanderhall is working on some options for that, as well.

The seat is just 12 inches or so off the ground, which allowed me to experience the road as I never had before. The Venice’s height makes it harder for the pilot to see around corners—and be seen. Observers compared it to vintage MGs and Morgan 3 Wheelers. This just comes with the territory in asphalt-hugging, power-sport things that go fast. It’s not always going to be comfortable, and some brass is required, which some enthusiasts on the fringe (probably me) consider good fun. The open cockpit and low-slung profile don’t detract from the insouciant experience, regardless of the element of danger. This just adds to the Venice’s unique signature and charisma.

My passenger offered this take, “I loved how children responded to it, that they were absolutely riveted as they pressed their little faces to car windows, or boys pouring out of a shop, bouncing around it like George Jetson just pulled up.”

The Venice comes in metallic black, pearl white, and metallic gray. Vanderhall is still developing its dealer network. For more information and to find a dealer, visit VanderhallUSA.com or call 949/420.9007.

Tech Notes

Make: Vanderhall Model: Venice Doors: NA Seats: 2 Body construction: ABS composite Interior material: V-Tex Black Exterior colors: Metallic black, metallic gray, or pearl white Model Year: 2017 Place of manufacture: Provo, Utah

Standard Equipment Convenience: Heated seats, heat duel-vent system Safety: ABS, traction control, brake assist, steering assist, rollbar Interior: V-Tex Black Audio: Bluetooth-connectable, 600-watt sound system Lighting: LED (headlights, turn signals, brake lights)

Engine Location: Front Alignment: Transverse Manufacturer: General Motors Engine code: LUV Cylinders: 4 Configuration: Inline Displacement: 1.4L Valves: 16 Bore/stroke: 72.0 by 82.6mm Bore center: 78 mm Compression: 9.5:1 Cam design: Hollow, cast-iron Redline: 6,500 rpm Aspiration: Turbocharging Compressor: Axial Horsepower: 180 at 4,950 rpm Torque: 185 at 2,450 rpm Block: Cast-iron Sump design: Wet Fuel supply: Multi-port injectors Fuel: Premium-unleaded Catalytic converter: Yes

Transmission Type: 6T40 (Mh8) Gears: 6 Wheel drive: Front Top gear ratio: .75 Clutch: Automatic torque converter Final gear ratio: 3.87

Performance 0–60 mph: 4.5 seconds Top speed: 140 mph Lateral cornering stability: .95 Power-to-weight ratio: 8.6

Chassis Suspension: Pushrod, Vanderhall coilover hydraulic shocks (front); single-sided swing arm, coilover hydraulic shock (rear) Base wheels:18×8.5-inch (front); 18×10.5-inch (rear) Base tires: 225/40/18 (front); 285/35/18 (rear) Brake calipers: Single-piston (front and rear) Brake rotor: 305mm (front); 275mm (rear) Steering: Rack-and-pinion, electronic assist

Bodywork Bodywork Designer: Vanderhall Design Base platform: Vanderhall mono aluminum Number of doors: NA Bodywork material: composite Cargo capacity: 2,400 ci

DIMENSIONS, WEIGHT, and CAPACITIES Length:144 inches Overall width: 68 inches Track, front: 60 inches Height: 44 inches Wheelbase: 100.4 inches Weight distribution: 70/30 Ground clearance: 4.5 inches Dry weight: 1,375 pounds Curb weight: 1,475 pounds Load capacity: 500 pounds Gross weight: 1,975 pounds Fuel capacity: 9 gallons

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