#bi to ace pipeline. please. please

[hypervoxel]

Once more pushing my Ace!Vox agenda: the reason why he always looks unhappy in all the Pride flag merch with his bi flag is because bisexual doesn't fully fit him, he just doesn't know how to articulate what does. If we introduced him to the concept of sex-favorable asexuals—

[royalrastafariannaynays]

i’m a dirty rotten ace inclusionist, and here’s why

so against my better judgement and some advice from friends, ive decided to make a post about ace discourse

because it just kinda... hurts to see shit about it every day. and i feel like a broken record saying that, but it hurts. 

if youre reading this, and youre an exclusionist, please read the entire thing and don’t come storming into my inbox to tell me hurtful shit because odds are, ive seen it already and im sure im not gonna cover everything, just some of the stuff ive seen today

So, me. ill tell my story even tho no one asked for it, because unfortunately on this website people demand proof of person in order to give someone validity or some shit. im asexual. and i stick to that, because i don’t really experience attraction or arousal at all. that changes sometimes, but rarely. im genitals-repulsed as well. but i am still intimate with my partner sometimes, and sometimes i force the candle to light, because idk i get bored. 

but when i figured out i was ace, i was texting my best friend. and he suggested it, and immediately i felt broken and wrong thinking about the fact that i could be ace. I had to be convinced that it was okay. that’s something that non-ace people dont seem to get. not feeling sexual, or sexual about other, real people, can make you feel broken. it makes me feel like shit, and i have some dysfunction with partners as well. i have trauma in my past, but im convinced that doesn’t have too much to do with it. And maybe it’s a temporary thing, and ill change in the future. But that doesn’t change the fact that it makes me feel like less of a human being when i think about it. and i have no doubt that the idea has crossed other ace peoples’ minds before. “am i broken?” i ask my girlfriend that question so much. because my body doesnt do this thing that both science and the modern media and society tell me that it should do, and should do very easily. my FAMILY tells me its weird and ill be fine. my FRIENDS don’t get it. my mother thinks it’s horseshit. and there’s another thing.

i kinda feel like, if someone is gonna go excluding ace people and shoving them out, will i be shoved out for being closeted, or straight-passing when im not with my girlfriend, as well? it’s a legitimate fear and it feels really bad. and then, can you imagine how it feels having a portion of my identity actively shat on by this website? every fucking day of this month? the pride month?

another thing that non-ace people dont seem to understand or consider, either, is the dysphoria that ace people experience. ace people frequently hate their bodies, feel like they don’t belong in them, or feel separated from normalcy by what they are. 

it’s not a “whose suffering is worse” game, though we can still understand that people face greater harm and trials in their life by being different parts of lgbt, and allow people who suffer less, like say people who are closeted, bi or pan people who are “straight passing” dating the opposite gender, etc, to be a part of it. in my experience, lgbt+ is about acceptance and love, and ill stick to that. yes it’s possible to recognize that say, a trans woman would suffer more than a cishet ace. but that doesnt mean that one should be less allowed to be a part than another.

“ace people aren’t oppressed” well no maybe not to the degree that the typical lgbt person is, but around the world people are forced into obligatory sexual situations they may or may not want, and if they refuse or cannot perform, they can be labeled as broken, thrown out of their home, or r*ped. there is social pressure from the intensely sexual modern media; there is social pressure from society and family; there is social pressure from significant others and partners to perform, and then, especially for women, there is pressure to accept things, and there is pressure to perform sexually in order to have a happy life; IE: having children, families, satisfied partners, and so on. no, these aren’t as significant outwardly as “getting stabbed to death for existing” ((which yeah, does happen, but is an extreme example that someone i know loves to use to win arguments by playing the manipulative “of course this means you care less about the human lives of gay men than the thing you’re arguing for” card. im not saying that situations are equal here, jesus, im saying that oppression exists in many forms)). and, for a society where sex is a function that bodies easily perform, it seems easy enough to go along with things. But for some people, bodies either do not or will not perform. or there is repulsion, or other things and i lost my train of thought. got distracted, my apologies

ace people might be cishet, yeah, but that doesnt mean they belong any less in my opinion. no, i dont think they should be able to call themself qu**r, thats stupid. they aren’t allowed to reclaim any slurs that dont belong to them. that’s also really fucking stupid. and im sorry, but no decent person will try to do that. and why not let them come to the club, okay? they still face problems. like i say maybe fifty billion times in this post, yes, they don’t face the same problems, but they still have them. 

“start your own community” where? how? if you can give me a legitimate answer on this without frothing at the mouth, please do. But i have no idea how ace people are going to go into starting a community without being ridiculed, shoved aside and stuff. i have no idea how they are all going to bond and meet over a lot of different pipelines of communication, like the ones in communities they are already a part of. shoving people out, putting a stake in the middle of the cracks in the floor, it does nothing to strengthen our community. 

“well this person treated me badly” yes and that exists everywhere on this hellsite. I’ve seen a lot of shit, im sure you have too/

the split attraction model, in my opinion, is useful. but mainly for ace people, or aro people, to make describing themself easier in a shorthand. that’s what the model is best for. and if you come into my inbox and say stuff about how “someone forced the split attraction model on me” that was an individual person and does not lend to the usefulness of the model. and then if you come into my inbox with something about “the split attraction model harms people who arent ace and lets people deny their sexuality”. it is a tool. no one forced you to use it. im certainly not saying everyone should use it. in fact, maybe a lot of the people who do use it, should not. but i like the split attraction model, especially for myself. because i can easily identify and people know what im talking about. that simple. 

okay, that’s all i wanted to say. i wish i had a concrete conclusion but i am just. really tired. i need to unfollow some people. i just wanted to get it off my chest, and say my peace in a place i can find it. again, sorry for my mobile people

[jesusvasser]

The Nissan Leaf Plus Has More Power and Range, but Is It More Compelling?

SAN DIEGO, California—With a strong surge, a faint hum, and occasional stridulation from the suspension, our 2019 Nissan Leaf Plus whooshes away from the Gaslamp Quarter. We would play Yanni on the energy-efficient seven-speaker sound system, but we’re concentrating on route instructions that will lead us out of the city to the splendid sprawl of North County, where subdivisions cluster along the coast, horse farms occupy the inland valleys, and citrus groves rise with the slopes.

Nissan has chosen this paradise to show off the second-generation Leaf’s new foliage. Remember when the Leaf was introduced in 2009? It had a 24-kWh battery, produced 107 horsepower, and furnished a range of 73 miles. Today the base Leaf has a 40-kWh battery, produces 147 horsepower, and offers a range of 150 miles. Boasting an increase from 192 to 288 cells, the Leaf Plus pushes far beyond this with a 62-kWh battery, 214 horses, and up to 226 miles of range.

As 11th Avenue feeds into the Route 163 freeway leading out of downtown San Diego, we mat the pedal and self-time a zero-to-60-mph sprint of about seven seconds. If this held true on a stopwatch, the time would make the Plus a full second quicker than the base Leaf. Although we wouldn’t call the Leaf Plus edgy, strong midrange acceleration lets us hasten around a gardener’s overloaded pickup before palm fronds fall into the lane.

The Leaf Plus proves quite pleasant on the highway. Road and wind noise are minimal and the ride is fairly plush. We hear little from the 215/50R17 Michelin Energy Saver tires. There’s enough headroom to wear a Stetson, although everybody knows that cowboys drive electric pickups. The leather-upholstered seats are broad and comfortable, and the forward view is like that from a helicopter. S Plus, SV Plus, and SL Plus trims are offered. Our car is the latter. It includes forward collision warning and a tech package with advanced driver assistance features for semi-autonomous driving. Pricing was still to be released, but with options we expect to see the tab nudging beyond $40,000 before any tax incentives are applied.

Even in San Diego, where the overnight temperature can dip to 40 degrees, the cold-weather package with heated seats, steering wheel, and side mirrors is desirable. The new infotainment system presents on an 8.0-inch TFT display screen. A door-to-door navigation function syncs the system to a smartphone for instructions that continue once the car is parked and locked. The icon-based infotainment has a customizable home screen, and the ability to pinch and zoom on the map display is about on par with our smartphone but lacks the food smears. System updates come directly over the air. And what sort of modern automotive citizen would the Leaf Plus be without the owner’s ability to use a phone, wearable, virtual assistant, or even an old-fashioned computer to monitor state of charge, to schedule charging, and to precondition the cabin?

The second-generation Leaf introduced in 2017 included bi-directional charging capability, which allows the car to disgorge energy from its battery pack to the house or building during times of peak demand, thereby mitigating energy costs. This brilliant concept and impressive engineering achievement are a commercial fleet operator’s dream.

We doubt that the guy alongside the road selling berries from the back of his truck considered bi-directionality or even noticed the Leaf Plus. Visual distinctions for Plus versions are scant: a blue trim strip low on the chin and tail, a new logo on the quick-charger’s cap, and the word “Plus” on the badge. Please, Nissan designers, restrain yourselves! Although the face is much better than the first generation’s and the coefficient of drag is admirable at 0.28, it’s still an unhandsome car with odd proportions. It seems to want to be a bus. To attribute the aesthetic mishmash to the four-door hatchback body style and say it’s all in the name of aerodynamics and utility is being too lenient. Gawkiness is not endearing.

It should also be noted that the cargo area is less than ideal, mainly because there’s nothing like a flat load floor. We stopped in a parking area, folded the rear seatbacks forward, and then opened the liftgate. Unfastening the cargo cover, we managed to dislodge one rear pillar’s plastic trim. Down in the well over the torsion-beam suspension, a forbidding subwoofer threatened to grate our knuckles. Overall, the rear is something of a mess.

Cruising down Sorrento Valley Boulevard, we noted a bit of irony when silently passing by the office of Achates Power, the 15-year-old company that’s developing a compact, powerful, and efficient opposed-piston engine. We are told the appliance-like experience of electric propulsion is inevitable, but it sure isn’t selling today. More than 100,000 hand-raisers expressed interest in 2010 as the Leaf was launched, and Nissan forecast annual sales of 150,000 units. In the eight years since, cumulative sales have only just topped 130,000. Such dismal results would lead to a mass manufacturer canceling any other model line—and that’s without the extraordinary expense of battery production. Even with greater range and faster charging, the Leaf Plus is caught inside the age-old conundrum, yet Nissan has eight new EVs in the pipeline.

A glance at the range indicator before we turn back toward San Diego shows the number hasn’t fallen fast at all because of the ability to regenerate power. Yes, we’re convinced the Leaf Plus would be a good runabout or commuter. In case of the need to drive upstate, downstate, or far into the desert, another vehicle from one’s collection would be enlisted.

Calling at charming Carlsbad before returning to the big city, we ponder the greater problem of the EV’s muteness. Whether it’s a two-cycle triple or a turbo-six, an engine gives a car its primary personality. The electric vehicle remains mum. Some will find this pleasing. For others, advances in artificial intelligence and virtual reality could simulate character as convincingly as a medical clinic’s scheduler simulates interest and compassion. Just find the right submenu, dial up a “Lamborghini V-12 Experience” or “Chevy Small-Block Experience” and enjoy the trip to work.

2019 Nissan Leaf Plus Specifications

ON SALE March BASE PRICE $38,000 (est) MOTOR permanent-magnet synchronous AC electric motor; 214 hp, 250 lb-ft BATTERY 62.0-kWh lithium-ion TRANSMISSION 1-speed LAYOUT 4-door, 5-passenger, front-motor, FWD hatchback EPA MILEAGE N/A EPA MAX RANGE 226 miles 240V CHARGE TIME 11.5 hours L x W x H 176.4 x 70.5 x 61.4 in WHEELBASE 106.3 in WEIGHT 3,800 lb (est) 0–60 MPH 7.0 sec (est) TOP SPEED 98 mph

[jonathanbelloblog]

The Nissan Leaf Plus Has More Power and Range, but Is It More Compelling?

SAN DIEGO, California—With a strong surge, a faint hum, and occasional stridulation from the suspension, our 2019 Nissan Leaf Plus whooshes away from the Gaslamp Quarter. We would play Yanni on the energy-efficient seven-speaker sound system, but we’re concentrating on route instructions that will lead us out of the city to the splendid sprawl of North County, where subdivisions cluster along the coast, horse farms occupy the inland valleys, and citrus groves rise with the slopes.

Nissan has chosen this paradise to show off the second-generation Leaf’s new foliage. Remember when the Leaf was introduced in 2009? It had a 24-kWh battery, produced 107 horsepower, and furnished a range of 73 miles. Today the base Leaf has a 40-kWh battery, produces 147 horsepower, and offers a range of 150 miles. Boasting an increase from 192 to 288 cells, the Leaf Plus pushes far beyond this with a 62-kWh battery, 214 horses, and up to 226 miles of range.

As 11th Avenue feeds into the Route 163 freeway leading out of downtown San Diego, we mat the pedal and self-time a zero-to-60-mph sprint of about seven seconds. If this held true on a stopwatch, the time would make the Plus a full second quicker than the base Leaf. Although we wouldn’t call the Leaf Plus edgy, strong midrange acceleration lets us hasten around a gardener’s overloaded pickup before palm fronds fall into the lane.

The Leaf Plus proves quite pleasant on the highway. Road and wind noise are minimal and the ride is fairly plush. We hear little from the 215/50R17 Michelin Energy Saver tires. There’s enough headroom to wear a Stetson, although everybody knows that cowboys drive electric pickups. The leather-upholstered seats are broad and comfortable, and the forward view is like that from a helicopter. S Plus, SV Plus, and SL Plus trims are offered. Our car is the latter. It includes forward collision warning and a tech package with advanced driver assistance features for semi-autonomous driving. Pricing was still to be released, but with options we expect to see the tab nudging beyond $40,000 before any tax incentives are applied.

Even in San Diego, where the overnight temperature can dip to 40 degrees, the cold-weather package with heated seats, steering wheel, and side mirrors is desirable. The new infotainment system presents on an 8.0-inch TFT display screen. A door-to-door navigation function syncs the system to a smartphone for instructions that continue once the car is parked and locked. The icon-based infotainment has a customizable home screen, and the ability to pinch and zoom on the map display is about on par with our smartphone but lacks the food smears. System updates come directly over the air. And what sort of modern automotive citizen would the Leaf Plus be without the owner’s ability to use a phone, wearable, virtual assistant, or even an old-fashioned computer to monitor state of charge, to schedule charging, and to precondition the cabin?

The second-generation Leaf introduced in 2017 included bi-directional charging capability, which allows the car to disgorge energy from its battery pack to the house or building during times of peak demand, thereby mitigating energy costs. This brilliant concept and impressive engineering achievement are a commercial fleet operator’s dream.

We doubt that the guy alongside the road selling berries from the back of his truck considered bi-directionality or even noticed the Leaf Plus. Visual distinctions for Plus versions are scant: a blue trim strip low on the chin and tail, a new logo on the quick-charger’s cap, and the word “Plus” on the badge. Please, Nissan designers, restrain yourselves! Although the face is much better than the first generation’s and the coefficient of drag is admirable at 0.28, it’s still an unhandsome car with odd proportions. It seems to want to be a bus. To attribute the aesthetic mishmash to the four-door hatchback body style and say it’s all in the name of aerodynamics and utility is being too lenient. Gawkiness is not endearing.

It should also be noted that the cargo area is less than ideal, mainly because there’s nothing like a flat load floor. We stopped in a parking area, folded the rear seatbacks forward, and then opened the liftgate. Unfastening the cargo cover, we managed to dislodge one rear pillar’s plastic trim. Down in the well over the torsion-beam suspension, a forbidding subwoofer threatened to grate our knuckles. Overall, the rear is something of a mess.

Cruising down Sorrento Valley Boulevard, we noted a bit of irony when silently passing by the office of Achates Power, the 15-year-old company that’s developing a compact, powerful, and efficient opposed-piston engine. We are told the appliance-like experience of electric propulsion is inevitable, but it sure isn’t selling today. More than 100,000 hand-raisers expressed interest in 2010 as the Leaf was launched, and Nissan forecast annual sales of 150,000 units. In the eight years since, cumulative sales have only just topped 130,000. Such dismal results would lead to a mass manufacturer canceling any other model line—and that’s without the extraordinary expense of battery production. Even with greater range and faster charging, the Leaf Plus is caught inside the age-old conundrum, yet Nissan has eight new EVs in the pipeline.

A glance at the range indicator before we turn back toward San Diego shows the number hasn’t fallen fast at all because of the ability to regenerate power. Yes, we’re convinced the Leaf Plus would be a good runabout or commuter. In case of the need to drive upstate, downstate, or far into the desert, another vehicle from one’s collection would be enlisted.

Calling at charming Carlsbad before returning to the big city, we ponder the greater problem of the EV’s muteness. Whether it’s a two-cycle triple or a turbo-six, an engine gives a car its primary personality. The electric vehicle remains mum. Some will find this pleasing. For others, advances in artificial intelligence and virtual reality could simulate character as convincingly as a medical clinic’s scheduler simulates interest and compassion. Just find the right submenu, dial up a “Lamborghini V-12 Experience” or “Chevy Small-Block Experience” and enjoy the trip to work.

2019 Nissan Leaf Plus Specifications

ON SALE March BASE PRICE $38,000 (est) MOTOR permanent-magnet synchronous AC electric motor; 214 hp, 250 lb-ft BATTERY 62.0-kWh lithium-ion TRANSMISSION 1-speed LAYOUT 4-door, 5-passenger, front-motor, FWD hatchback EPA MILEAGE N/A EPA MAX RANGE 226 miles 240V CHARGE TIME 11.5 hours L x W x H 176.4 x 70.5 x 61.4 in WHEELBASE 106.3 in WEIGHT 3,800 lb (est) 0–60 MPH 7.0 sec (est) TOP SPEED 98 mph

[eddiejpoplar]

The Nissan Leaf Plus Has More Power and Range, but Is It More Compelling?

SAN DIEGO, California—With a strong surge, a faint hum, and occasional stridulation from the suspension, our 2019 Nissan Leaf Plus whooshes away from the Gaslamp Quarter. We would play Yanni on the energy-efficient seven-speaker sound system, but we’re concentrating on route instructions that will lead us out of the city to the splendid sprawl of North County, where subdivisions cluster along the coast, horse farms occupy the inland valleys, and citrus groves rise with the slopes.

Nissan has chosen this paradise to show off the second-generation Leaf’s new foliage. Remember when the Leaf was introduced in 2009? It had a 24-kWh battery, produced 107 horsepower, and furnished a range of 73 miles. Today the base Leaf has a 40-kWh battery, produces 147 horsepower, and offers a range of 150 miles. Boasting an increase from 192 to 288 cells, the Leaf Plus pushes far beyond this with a 62-kWh battery, 214 horses, and up to 226 miles of range.

As 11th Avenue feeds into the Route 163 freeway leading out of downtown San Diego, we mat the pedal and self-time a zero-to-60-mph sprint of about seven seconds. If this held true on a stopwatch, the time would make the Plus a full second quicker than the base Leaf. Although we wouldn’t call the Leaf Plus edgy, strong midrange acceleration lets us hasten around a gardener’s overloaded pickup before palm fronds fall into the lane.

The Leaf Plus proves quite pleasant on the highway. Road and wind noise are minimal and the ride is fairly plush. We hear little from the 215/50R17 Michelin Energy Saver tires. There’s enough headroom to wear a Stetson, although everybody knows that cowboys drive electric pickups. The leather-upholstered seats are broad and comfortable, and the forward view is like that from a helicopter. S Plus, SV Plus, and SL Plus trims are offered. Our car is the latter. It includes forward collision warning and a tech package with advanced driver assistance features for semi-autonomous driving. Pricing was still to be released, but with options we expect to see the tab nudging beyond $40,000 before any tax incentives are applied.

Even in San Diego, where the overnight temperature can dip to 40 degrees, the cold-weather package with heated seats, steering wheel, and side mirrors is desirable. The new infotainment system presents on an 8.0-inch TFT display screen. A door-to-door navigation function syncs the system to a smartphone for instructions that continue once the car is parked and locked. The icon-based infotainment has a customizable home screen, and the ability to pinch and zoom on the map display is about on par with our smartphone but lacks the food smears. System updates come directly over the air. And what sort of modern automotive citizen would the Leaf Plus be without the owner’s ability to use a phone, wearable, virtual assistant, or even an old-fashioned computer to monitor state of charge, to schedule charging, and to precondition the cabin?

The second-generation Leaf introduced in 2017 included bi-directional charging capability, which allows the car to disgorge energy from its battery pack to the house or building during times of peak demand, thereby mitigating energy costs. This brilliant concept and impressive engineering achievement are a commercial fleet operator’s dream.

We doubt that the guy alongside the road selling berries from the back of his truck considered bi-directionality or even noticed the Leaf Plus. Visual distinctions for Plus versions are scant: a blue trim strip low on the chin and tail, a new logo on the quick-charger’s cap, and the word “Plus” on the badge. Please, Nissan designers, restrain yourselves! Although the face is much better than the first generation’s and the coefficient of drag is admirable at 0.28, it’s still an unhandsome car with odd proportions. It seems to want to be a bus. To attribute the aesthetic mishmash to the four-door hatchback body style and say it’s all in the name of aerodynamics and utility is being too lenient. Gawkiness is not endearing.

It should also be noted that the cargo area is less than ideal, mainly because there’s nothing like a flat load floor. We stopped in a parking area, folded the rear seatbacks forward, and then opened the liftgate. Unfastening the cargo cover, we managed to dislodge one rear pillar’s plastic trim. Down in the well over the torsion-beam suspension, a forbidding subwoofer threatened to grate our knuckles. Overall, the rear is something of a mess.

Cruising down Sorrento Valley Boulevard, we noted a bit of irony when silently passing by the office of Achates Power, the 15-year-old company that’s developing a compact, powerful, and efficient opposed-piston engine. We are told the appliance-like experience of electric propulsion is inevitable, but it sure isn’t selling today. More than 100,000 hand-raisers expressed interest in 2010 as the Leaf was launched, and Nissan forecast annual sales of 150,000 units. In the eight years since, cumulative sales have only just topped 130,000. Such dismal results would lead to a mass manufacturer canceling any other model line—and that’s without the extraordinary expense of battery production. Even with greater range and faster charging, the Leaf Plus is caught inside the age-old conundrum, yet Nissan has eight new EVs in the pipeline.

A glance at the range indicator before we turn back toward San Diego shows the number hasn’t fallen fast at all because of the ability to regenerate power. Yes, we’re convinced the Leaf Plus would be a good runabout or commuter. In case of the need to drive upstate, downstate, or far into the desert, another vehicle from one’s collection would be enlisted.

Calling at charming Carlsbad before returning to the big city, we ponder the greater problem of the EV’s muteness. Whether it’s a two-cycle triple or a turbo-six, an engine gives a car its primary personality. The electric vehicle remains mum. Some will find this pleasing. For others, advances in artificial intelligence and virtual reality could simulate character as convincingly as a medical clinic’s scheduler simulates interest and compassion. Just find the right submenu, dial up a “Lamborghini V-12 Experience” or “Chevy Small-Block Experience” and enjoy the trip to work.

2019 Nissan Leaf Plus Specifications

ON SALE March BASE PRICE $38,000 (est) MOTOR permanent-magnet synchronous AC electric motor; 214 hp, 250 lb-ft BATTERY 62.0-kWh lithium-ion TRANSMISSION 1-speed LAYOUT 4-door, 5-passenger, front-motor, FWD hatchback EPA MILEAGE N/A EPA MAX RANGE 226 miles 240V CHARGE TIME 11.5 hours L x W x H 176.4 x 70.5 x 61.4 in WHEELBASE 106.3 in WEIGHT 3,800 lb (est) 0–60 MPH 7.0 sec (est) TOP SPEED 98 mph