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greatworldwar2 · 3 years

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• IJN Aircraft Carrier Hiryū

Hiryū (飛龍, "Flying Dragon") was an aircraft carrier built for the Imperial Japanese Navy (IJN) during the 1930s. Generally regarded as the only ship of her class, she was built to a modified Sōryū design.

Hiryū was one of two large carriers approved for construction under the 1931–32 Supplementary Program. Originally designed as the sister ship of Sōryū, her design was enlarged and modified in light of the Tomozuru and Fourth Fleet Incidents in 1934–1935 that revealed many IJN ships were top-heavy, unstable and structurally weak. Her forecastle was raised and her hull strengthened. Other changes involved increasing her beam, displacement, and armor protection. The ship had a length of 227.4 meters (746 ft 1 in) overall, a beam of 22.3 meters (73 ft 2 in) and a draft of 7.8 meters (25 ft 7 in). She displaced 17,600 metric tons (17,300 long tons) at standard load and 20,570 metric tons (20,250 long tons) at normal load. Her crew consisted of 1,100 officers and enlisted men. Hiryū was fitted with four geared steam turbine sets with a total of 153,000 shaft horsepower (114,000 kW). Hiryū carried 4,500 metric tons (4,400 long tons) of fuel oil which gave her a range of 10,330 nautical miles (19,130 km; 11,890 mi) at 18 knots (33 km/h; 21 mph). The boiler uptakes were trunked to the ship's starboard side amidships and exhausted just below flight deck level through two funnels curved downward.

The carrier's 216.9-meter (711 ft 7 in) flight deck was 27 meters (88 ft 6 in) wide and overhung her superstructure at both ends, supported by pairs of pillars. Hiryū was one of only two carriers ever built whose island was on the port side of the ship (Akagi was the other). It was also positioned further to the rear and encroached on the width of the flight deck, unlike Sōryū. The flight deck was only 12.8 meters (42 ft) above the waterline and the ship's designers kept this figure low by reducing the height of the hangars. The upper hangar was 171.3 by 18.3 meters (562 by 60 ft) and had an approximate height of 4.6 meters (15 ft); the lower was 142.3 by 18.3 meters (467 by 60 ft) and had an approximate height of 4.3 meters (14 ft). Together they had an approximate total area of 5,736 square meters (61,740 sq ft). This caused problems in handling aircraft because the wings of a Nakajima B5N "Kate" torpedo bomber could neither be spread nor folded in the upper hangar. Aircraft were transported between the hangars and the flight deck by three elevators, the forward one abreast the island on the centerline and the other two offset to starboard.

Hiryū's primary anti-aircraft (AA) armament consisted of six twin-gun mounts equipped with 12.7-centimeter Type 89 dual-purpose guns mounted on projecting sponsons, three on either side of the carrier's hull. When firing at surface targets, the guns had a range of 14,700 meters (16,100 yd); they had a maximum ceiling of 9,440 meters (30,970 ft) at their maximum elevation of +90 degrees. Their maximum rate of fire was 14 rounds a minute, but their sustained rate of fire was approximately eight rounds per minute. The ship was equipped with two Type 94 fire-control directors to control the 12.7-centimeter (5.0 in) guns, one for each side of the ship; the starboard-side director was on top of the island and the other director was positioned below flight deck level on the port side. The ship's light AA armament consisted of seven triple and five twin-gun mounts for license-built Hotchkiss 25 mm Type 96 AA guns. Two of the triple mounts were sited on a platform just below the forward end of the flight deck. Hiryū had a waterline belt with a maximum thickness of 150 millimeters (5.9 in) over the magazines that reduced to 90 millimeters (3.5 in) over the machinery spaces and the gas storage tanks. It was backed by an internal anti-splinter bulkhead. The ship's deck was 25 millimeters (0.98 in) thick over the machinery spaces and 55 millimeters (2.2 in) thick over the magazines and gas storage tanks.

Following the Japanese ship-naming conventions for aircraft carriers, Hiryū was named "Flying Dragon". The ship was laid down at the Yokosuka Naval Arsenal on July 8th, 1936, launched on November 16th, 1937 and commissioned on July 5th, 1939. She was assigned to the Second Carrier Division on November 15th. In September 1940, the ship's air group was transferred to Hainan Island to support the Japanese invasion of French Indochina. In February 1941, Hiryū supported the blockade of Southern China. Two months later, the 2nd Carrier Division, commanded by Rear Admiral Tamon Yamaguchi, was assigned to the First Air Fleet, or Kido Butai, on April 10th. Hiryū returned to Japan on August 7th and began a short refit that was completed on September 15th. She became flagship of the Second Division from September 22nd to October 26th while Sōryū was refitting. In November 1941, the IJN's Combined Fleet, commanded by Admiral Isoroku Yamamoto, prepared to participate in Japan's initiation of a formal war with the United States by conducting a preemptive strike against the United States Navy's Pacific Fleet base at Pearl Harbor, Hawaii. On November 22nd, Hiryū, commanded by Captain Tomeo Kaku, and the rest of the Kido Butai, under Vice Admiral Chuichi Nagumo and including six fleet carriers from the First, Second, and Fifth Carrier Divisions, assembled in Hitokappu Bay at Etorofu Island. The fleet departed Etorofu, and followed a course across the north-central Pacific to avoid commercial shipping lanes. Now the flagship of the Second Carrier Division, the ship embarked 21 Mitsubishi A6M Zero fighters, 18 Aichi D3A "Val" dive bombers, and 18 Nakajima B5N "Kate" torpedo bombers. From a position 230 nmi (430 km; 260 mi) north of Oahu, Hiryū and the other five carriers launched two waves of aircraft on the morning of December 7th, 1941 Hawaiian time. In the first wave, 8 B5N torpedo bombers were supposed to attack the aircraft carriers that normally berthed on the northwest side of Ford Island, but none were in Pearl Harbor that day; 4 of the B5N pilots diverted to their secondary target, ships berthed alongside "1010 Pier" where the fleet flagship was usually moored. That ship, the battleship Pennsylvania, was in drydock and its position was occupied by the light cruiser Helena and the minelayer Oglala; all four torpedoes missed. The other four pilots attacked the battleships West Virginia and Oklahoma. The remaining 10 B5Ns were tasked to drop 800-kilogram (1,800 lb) armor-piercing bombs on the battleships berthed on the southeast side of Ford Island ("Battleship Row") and may have scored one or two hits on them, in addition to causing a magazine explosion aboard the battleship Arizona that sank her with heavy loss of life. The second wave consisted of 9 Zeros and 18 D3As, They strafed the airfield, and shot down two Curtiss P-40 fighters attempting to take off when the Zeros arrived and a Boeing B-17 Flying Fortress heavy bomber that had earlier diverted from Hickam Army Airfield, and also destroyed a Stinson O-49 observation aircraft on the ground for the loss of one of their own. The D3As attacked various ships in Pearl Harbor, but it is not possible to identify which aircraft attacked which ship.

While returning to Japan after the attack, Vice Admiral Chūichi Nagumo, commander of the First Air Fleet, ordered that Sōryū and Hiryū be detached on December 16th to attack the defenders of Wake Island who had already defeated the first Japanese attack on the island. The two carriers reached the vicinity of the island on December 21st and launched 29 D3As and 2 B5Ns, escorted by 18 Zeros, to attack ground targets. They encountered no aerial opposition and launched 35 B5Ns and 6 A6M Zeros the following day. The carriers arrived at Kure on 29 December. They were assigned to the Southern Force on January 8th, 1942 and departed four days later for the Dutch East Indies. The ships supported the invasion of the Palau Islands and the Battle of Ambon, attacking Allied positions on the island on January 23rd with 54 aircraft. Four days later the carriers detached 18 Zeros and 9 D3As to operate from land bases in support of Japanese operations in the Battle of Borneo. Hiryū and Sōryū arrived at Palau on January 28th and waited for the arrival of the carriers Kaga and Akagi. All four carriers departed Palau on February 15th and launched air strikes against Darwin, Australia, four days later. Hiryū contributed 18 B5Ns, 18 D3As, and 9 Zeros to the attack. Her aircraft attacked the ships in port and its facilities, sinking or setting on fire three ships and damaging two others. Hiryū and the other carriers arrived at Staring Bay on Celebes Island on February 21st to resupply and rest before departing four days later to support the invasion of Java. On March 1st, 1942, the ship's D3As damaged the destroyer USS Edsall badly enough for her to be caught and sunk by Japanese cruisers. Later that day the dive bombers sank the oil tanker USS Pecos. Two days later, they attacked Christmas Island and Hiryū's aircraft sank the Dutch freighter Poelau Bras before returning to Staring Bay on March 11th to resupply and train for the impending Indian Ocean raid.

On March 26th, the five carriers of the First Air Fleet departed from Staring Bay; they were spotted by a Catalina about 350 nautical miles (650 km; 400 mi) southeast of Ceylon on the morning of April 4th. Six of Hiryū's Zeros were on Combat Air Patrol (CAP) and helped to shoot it down. Hiryū contributed 18 B5Ns and 9 Zeros to the force; the latter encountered a flight of 6 Fairey Swordfish torpedo bombers from 788 Naval Air Squadron en route and shot them all down without loss. The Japanese aircraft encountered defending Hawker Hurricane fighters from Nos. 30 and 258 Squadrons RAF over Ratmalana airfield and Hiryū's fighters claimed to have shot down 11 with 3 Zeros damaged, although the fighters from the other carriers also made claims. On the morning of April 9th, Hiryū's CAP shot down another Catalina attempting to locate the fleet and, later that morning, contributed 18 B5Ns, escorted by 6 Zeros, to the attack on Trincomalee. The fighters engaged 261 Squadron RAF, claiming to have shot down two with two more shared with fighters from the other carriers. On April 19th, while transiting the Bashi Straits between Taiwan and Luzon en route to Japan, Hiryū, Sōryū, and Akagi were sent in pursuit of the American carriers Hornet and Enterprise, which had launched the Doolittle Raid against Tokyo. They found only empty ocean, as the American carriers had immediately departed the area to return to Hawaii. The carriers quickly abandoned the chase and dropped anchor at Hashirajima anchorage on April 22nd. Having been engaged in constant operations for four and a half months, the ship, along with the other three carriers of the First and Second Carrier Divisions, was hurriedly refitted and replenished in preparation for the Combined Fleet's next major operation, scheduled to begin one month hence. While at Hashirajima, Hiryū's air group was based ashore at Tomitaka Airfield, near Saiki, Ōita, and conducted flight and weapons training with the other First Air Fleet carrier units.

Concerned by the US carrier strikes in the Marshall Islands, Lae-Salamaua, and the Doolittle raids, Yamamoto was determined to force the US Navy into a showdown to eliminate the American carrier threat. He decided to invade and occupy Midway Atoll, which he was sure would draw out the American carriers to defend it. The Japanese codenamed the Midway invasion Operation MI. Unknown to the Japanese, the US Navy had divined the Japanese plan by breaking its JN-25 code and had prepared an ambush using its three available carriers, positioned northeast of Midway. On May 25th, 1942, Hiryū set out with the Combined Fleet's carrier striking force in the company of Kaga, Akagi, and Sōryū, which constituted the First and Second Carrier Divisions, for the attack on Midway. Her aircraft complement consisted of 18 Zeros, 18 D3As, and 18 B5Ns. on June 4th, 1942, Hiryū's portion of the 108-plane airstrike was an attack on the facilities on Sand Island with 18 torpedo bombers, one of which aborted with mechanical problems, escorted by nine Zeros. The air group suffered heavily during the attack: two B5Ns were shot down by fighters, with a third falling victim to AA fire. The carrier also contributed 3 Zeros to the total of 11 assigned to the initial CAP over the four carriers. By 07:05, the carrier had 6 fighters with the CAP which helped to defend the Kido Butai from the first US attackers from Midway Island at 07:10. Hiryū reinforced the CAP with launches of 3 more Zeros at 08:25. These fresh Zeros helped defeat the next American air strike from Midway. Although all the American air strikes had thus far caused negligible damage, they kept the Japanese carrier forces off-balance as Nagumo endeavored to prepare a response to news, received at 08:20, of the sighting of American carrier forces to his northeast.

Hiryū began recovering her Midway strike force at around 09:00 and finished shortly by 09:10. The landed aircraft were quickly struck below, while the carriers' crews began preparations to spot aircraft for the strike against the American carrier forces. The preparations were interrupted at 09:18, when the first attacking American carrier aircraft were sighted. Hiryū launched another trio of CAP Zeros at 10:13 after Torpedo Squadron 3 (VT-3) from Yorktown was spotted. Two of her Zeros were shot down by Wildcats escorting VT-3 and another was forced to ditch. While VT-3 was still attacking Hiryū, American dive bombers arrived over the Japanese carriers almost undetected and began their dives. It was at this time, around 10:20, that in the words of Jonathan Parshall and Anthony Tully, the "Japanese air defenses would finally and catastrophically fail." Three American dive bomber squadrons now attacked the three other carriers and set each of them on fire. Hiryū was untouched and proceeded to launch 18 D3As, escorted by six Zeros, at 10:54. Yamaguchi radioed his intention to Nagumo at 16:30 to launch a third strike against the American carriers at dusk (approximately 18:00), but Nagumo ordered the fleet to withdraw to the west. At this point in the battle, Hiryū had only 4 air-worthy dive-bombers and 5 torpedo-planes left. She also retained 19 of her own fighters on board as well as a further 13 Zeros on CAP (a composite force of survivors from the other carriers). At 16:45, Enterprise's dive bombers spotted the Japanese carrier and began to maneuver for good attacking position while reducing altitude. Hiryū was struck by four 1,000-pound (450 kg) bombs, three on the forward flight deck and one on the forward elevator. The explosions started fires among the aircraft on the hangar deck. The forward half of the flight deck collapsed into the hangar while part of the elevator was hurled against the ship's bridge. The fires were severe enough that the remaining American aircraft attacked the other ships escorting Hiryū, albeit without effect, deeming further attacks on the carrier as a waste of time because she was aflame from stem to stern. Beginning at 17:42, two groups of B-17s attempted to attack the Japanese ships without success, although one bomber strafed Hiryū's flight deck, killing several anti-aircraft gunners. Although Hiryū's propulsion was not affected, the fires could not be brought under control. At 21:23, her engines stopped, and at 23:58 a major explosion rocked the ship. The order to abandon ship was given at 03:15, and the survivors were taken off by the destroyers Kazagumo and Makigumo. Yamaguchi and Kaku decided to remain on board as Hiryū was torpedoed at 05:10 by Makigumo as the ship could not be salvaged. Around 07:00, one of Hōshō's Yokosuka B4Y aircraft discovered Hiryū still afloat and not in any visible danger of sinking. The aviators could also see crewmen aboard the carrier, men who had not received word to abandon ship. They finally launched some of the carrier's boats and abandoned ship themselves around 09:00. Thirty-nine men made it into the ship's cutter only moments before Hiryū sank around 09:12, taking the bodies of 389 men with her. The loss of Hiryū and the three other IJN carriers at Midway, comprising two thirds of Japan's total number of fleet carriers and the experienced core of the First Air Fleet, was a strategic defeat for Japan and contributed significantly to Japan's ultimate defeat in the war. In an effort to conceal the defeat, the ship was not immediately removed from the Navy's registry of ships, instead being listed as "unmanned" before finally being struck from the registry on 25 September 1942. The IJN selected a modified version of the Hiryū design for mass production to replace the carriers lost at Midway. Of a planned program of 16 ships of the Unryū class, only 6 were laid down and 3 were commissioned before the end of the war.

#second world war #world war 2 #world war ii #wwii #military history #history #long post #naval history #imperial japan #japanese navy #japanese history #aircraft carrier #ships #midway

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hunterlocal6 · 3 years

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1873 Trapdoor Serial Numbers

Springfield 1873 Trapdoor Serial Numbers

1873 Springfield Trapdoor Rifle Value

Springfield 1873 Trapdoor Serial Numbers

(Redirected from Springfield Model 1873)

Springfield Model 1873 TypeBreech-loading rifle Single-shot riflePlace of originUnited StatesService historyIn service1873–1892 (some were still used during the Spanish–American War and Philippine–American War)Used byUnited States ArmyWarsIndian Wars, Spanish–American War, Philippine–American WarProduction historyDesignerErskine S. AllinDesigned1873ManufacturerSpringfield ArmoryNo. builtapprox. 700,000VariantsCavalry Carbine with 22 in (560 mm) barrel

Cadet Rifle with 30 in (760 mm) barrel

1881 Forager ShotgunSpecificationsLength51.875 in (1,317.6 mm)Barrel length32.625 in (828.7 mm)Cartridge.45-70-405ActionHinged breechblockRate of fireapprox. 11-12 rounds a minuteMuzzle velocity1,350 feet per second (410 m/s)

The Model 1873 'Trapdoor' Springfield was the first standard-issue breech-loadingrifle adopted by the United States Army (although the Springfield Model 1866 had seen limited issue to troops along the Bozeman Trail in 1867). The gun, in both full-length and carbine versions, was widely used in subsequent battles against the American Indians.

The model 1873 was the fifth variation of the Allin trapdoor design, and was named for its hinged breechblock, which opened like a trapdoor. The infantry rifle model featured a 325⁄8 Gta san andreas highly compressed pc. -inch (829 mm) barrel, while the cavalry carbine used a 22-inch (560 mm) barrel. It was superseded by an improved model, the Springfield model 1884, also in .45-70caliber.

The star after serial number indicates it was built i 1881-82 period using some parts from turned in weapons such as trigger guard, buttplate, bands, locks. Then with other new parts issued to militia units. The rifle may well have seen service in the Spanish American war. No record for that serial number exists in SRS records. The carbine itself falls right into the middle of the Custer serial number range and has all the original parts from when it was made, except for the stock which was updated to a sturdier 1877 stock. Lock is dated 1873 with eagle. Left side of stock has the 'ESA 1877' cartouche in oval, standing for Erskine S. Allin, the designer of the 1873.

Selection process(edit)

model 1888, breech open

In 1872–1873 a military board, headed by Brigadier-General Alfred H. Terry, conducted an examination and trial of 99 rifles from several domestic and foreign manufacturers including those from Springfield, Sharps, Peabody, Whitney, Spencer, Remington, and Winchester pursuant to the selection of a breech-loading system for rifles and carbines for the U.S. Military. The trials included tests for accuracy, dependability, rate-of-fire, and ability to withstand adverse conditions. Both single shot and magazine equipped systems were considered but, at the time, the single shot was deemed to be more reliable. Firing tests were held at the Springfield Armory and Governor's Island where the average rate of fire for the Springfield was 8 rounds per minute for new recruits and 15 rounds per minute for experienced soldiers. The board recommended 'No. 99 Springfield' which became the model 1873.(1)

Ballistics(edit)

The rifle cartridge was designated as '.45-70-405', indicating a .45 caliber (11.63 mm), 405-grain (26.2 g) bullet propelled by 70 grains (4.5 g) of black powder. It had a muzzle velocity of 1,350 feet per second (410 m/s), making it a powerful and effective load for the skirmish tactics of the era.(citation needed) A reduced-power load of 55 grains (3.6 g) of powder (Carbine Load) was manufactured for use in the carbine to lighten recoil for mounted cavalry soldiers. This cartridge had a correspondingly reduced muzzle velocity of 1,100 feet per second (340 m/s) and a somewhat reduced effective range.

Use in combat(edit)

The rifle was originally issued with a copper cartridge case and used in the American West during the second half of the 19th century, but the soldiers soon discovered that the copper expanded excessively in the breech upon firing. Dax font free download for pc windows. Another issue was the copper held in leather carriers created a green film that would effectively weld the case into the breech of the carbine when fired. This sometimes jammed the rifle by preventing extraction of the fired cartridge case. A jam required manual extraction with a knife blade or similar tool, and could render the carbine version of the weapon, which had no ramrod to remove stuck cases, useless in combat except as a club.

After the annihilation of Lieutenant-Colonel George Armstrong Custer's battalion (armed with the carbine and carbine load ammunition) at the Battle of the Little Bighorn in June 1876, investigations first suggested that jamming of their carbines may have played a factor, although archaeological excavations in 1983 discovered evidence that only 3.4 percent of the cases recovered showed any indication of being pried from jammed weapons.(2) This did not account for cases removed by a ramrod or other 'stick' nor for jammed rifles cleared away from the immediate battle area and outside the very limited archaeological survey area. Every Custer battalion weapon became Indian property. Captain Thomas French, M Company Commander was kept busy on the Reno defensive position line using the cleaning rod from his infantry rifle to clear the jammed carbines passed to him from the cavalryman on the line. The cartridge was subsequently redesigned with a brass case, since that material did not expand as much as copper. This was shown to be a major improvement, and brass became the primary material used in United States military cartridges from then to the present. After the Little Big Horn disaster, troops were required to perform target practice twice a week.

The black powder Model 1873 continued to be the main service rifle of the U.S. military until it was gradually replaced by the Springfield model 1892 bolt-action rifle, essentially a copy of the Norwegian Krag-Jørgensen action. Replacement began in 1892, and despite its obsolescence, the Model 1873 was still used by secondary units during the Spanish–American War in Cuba and the Philippines, where it was at a major disadvantage against Spanish forces armed with the 7 mm Spanish M93 Mauser bolt action rifle.

1873 Springfield Trapdoor Rifle Value

Amjad sabri mp3 download. There are reports of the surplus trapdoor Springfields being issued to civilians living in coastal areas during World War I to provide for an armed militia in the event of a German invasion.(citation needed)

Gallery(edit)

Reenactor firing a Springfield model 1873 breech-loading rifle at Fort Mackinac in 2008

Geronimo (right) holding a Springfield model 1873 alongside his fellow Apache warriors in 1886

References(edit)

^BOARD of OFFICERS (1873). Ordnance memoranda, Issue 15. United States. Army. Ordnance Dept. pp. 99–106.

^Fox, Richard A., Archaeology, History and Custer's Last Battle, 1993, University of Oklahoma Press, ISBN0-8061-2998-0, pp. 241–242

External links(edit)

Shoot! Magazine article on the .50-70 cartridge, predecessor to the .45-70

Uberti web site with images of currently cataloged reproduction

Retrieved from 'https://en.wikipedia.org/w/index.php?title=Springfield_model_1873&oldid=989817110'

Sioux Parfleche Tacked Springfield Trapdoor Rifle: The lot features a U. S. Springfield Model 1873 Trapdoor Rifle most likely chambered in . 45-70 that has been heavily used and adorned by a Sioux Native American Indian. .. (more like this)

U.S. Springfield Trapdoor- Sporterized Springfield Trapdoor Rifle, Trapdoor Dated 1866 with Eagles head present, Side Lock Plate Dated 1865 with strong U.S. Springfield markings and Full Eagle, Blued barrel shortened to 26', .. (more like this)

MODEL 1873 US SPRINGFIELD TRAPDOOR RIFLE: Serial number 421XXX range, which dates to 1888. Well marked with US Springfield and eagle on lock, inspector marks on barrel, cartouche on stock opposite lock. Previous owners .. (more like this)

MODEL 1873 US SPRINGFIELD TRAPDOOR RIFLE: 1874 Production, serial number #14759. Nice clear US Springfield and eagle markings. Inspector stamps on barrel V. P. P. and B., inspector cartouch on stock opposite plate. .. (more like this)

U.S. Springfield Trapdoor Rifle 24 in. barrel, trapdoor marked 'US/Model/1878', serial number 33295', lockplate marked 'US Springfield' with an eagle, extensive brass tack decoration, 'RHB' carved in block on stock, Buffington .. (more like this)

Model 1889 Springfield Trapdoor Rifle with Rod Bayonet .45-70 cal. 32.5' round barrel with large VP and eagle S/N 97245.? 1884 dated breechblock. Buffington rear sight.?Walnut stock with firing proof behind the triggerguard .. (more like this)

U.S. Model 1873 Springfield Trapdoor Rifle.Serial # 237889 Standard issue rifle with 32-5/8' barrel chambered for the .45-70 cartridge. All metal parts are in smooth blue-brown patina with light freckling. All proper U.S. .. (more like this)

U.S. Springfield Trapdoor Rifle.Serial # 315234 This Model 1873 trapdoor rifle is chambered for the .45-70 govt cartridge. It has been altered to a carbine configuration, has a 22' shortened barrel, stock has been .. (more like this)

SPRINGFIELD TRAPDOOR RIFLE. Attributed to 'Whitney' as a .45-70 buffalo rifle of the 1880s. Heavy octagonal barrel 28' with hooded front and large rear peep sight. Walnut stock has a nicely checkered grip and oil .. (more like this)

SPRINGFIELD TRAPDOOR RIFLE. Marked US Model 1878 on breech block 45-70 caliber 32-1/2' round barrel long range rear sight walnut stock. S/n 247315. Clean bore rifling visible though weak strong action. .. (more like this)

MODEL 1868 US SPRINGFIELD TRAPDOOR RIFLE: .50 caliber 32 1/2' barrel, lockplate marked 1863, US Springfield under eagle, breech lock marked 1869 over eagle, crossed arrows and U.S. Full walnut stock, 2 barrel bands, .. (more like this)

MODEL 1879 SPRINGFIELD TRAPDOOR RIFLE: .45-70 caliber 32 5/8' barrel, serial number 349477 dates to 1888, marked US Model 1873 at breech, eagle with US Springfield on lockplate. 2 inspector cartouche on full stock, .. (more like this)

CDV of Rough Rider w Springfield Rifle: Carte de visite portrait of a young soldier, presumably Spanish American War era Rough Rider, with an E badge (for Troop E), holding a Springfield Trapdoor rifle. Framed to .. (more like this)

SPRINGFIELD TRAPDOOR RIFLE. With bayonet leather sheath and sling. Caliber 45-70 32-1/2' round barrel pop up rear sight oiled walnut stock. Marked US Springfield 1883 on lockplate. US Model 1873 at breech plug. .. (more like this)

EXTREMELY RARE 30 CALIBER EXPERIMENTAL SPRINGFIELD TRAPDOOR RIFLE. Cal. 30. SN D. 32-5/8” rnd bbl. Only 15 of these were originally made. Besides the cal., the main differences in these rifles are the stock and breech mechanism. .. (more like this)

ASSEMBLED SPRINGFIELD TRAPDOOR RIFLE. Cal. 45/70. SN 12577. 24” rnd bbl. The low arch breechblock has late Model 1873 marking without eagle head or arrows. Short wrist stock has partial saddle ring bar inserted in .. (more like this)

U.S. Model 1873 Springfield Trapdoor Rifle.Serial # 308281 Has a 32-5/8' barrel chambered .45-70. All metal surfaces are a pleasing smooth blue-brown patina. All proper U.S. marked parts. Has a very good original walnut .. (more like this)

Cut Down Model 1873 Springfield Trapdoor Rifle, 45-70 caliber, 24.25' barrel, 40.75' overall length, walnut stock, serial number 28115, lockplate marked US/SPRINGFIELD/1873, receiver stamped 'H' in front of MODEL .. (more like this)

EARLY SPRINGFIELD TRAPDOOR RIFLE. Cal. 45/70. SN 6190. 32-5/8” rnd bbl. Standard early markings on breechblock “MODEL / 1873 / eagle head over crossed arrows / US”. Lock has large eagle followed by “US / SPRINGFIELD .. (more like this)

ASSEMBLED SPRINGFIELD TRAPDOOR RIFLE WITH METCALF DEVICE AND SLING. Cal. 45/70. SN 62410. 32-5/8” rnd bbl. Standard Springfield markings for this period, including “ESA” cartouche on left side of stock. A number .. (more like this)

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diaspora9ja · 4 years

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vipkeyz · 4 years

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One of the best parts about locating commercial real estate is that the properties are usually not in high demand. You still need to know a lot about how to get the best deal on any type of commercial property you want. This article will get you started in the right direction.

If you're trying to flip houses for a living, you need to make sure you advertise yourself. Have a website, get business cards, put ads in the newspapers for the homes, etc. If you want to make money, you need to treat this as a business, or else you can't expect business-grade results.

Commercial real estate is a great investment for anyone in the real estate game. A good thing to remember is that it is a process that takes longer to get through. You should research, and get qualified for a commercial loan before even looking for a property to invest in.

You should include the money you are going to spend on due diligence into your budget. Once you have your apartments ready, they will have to be inspected to make sure they match certain safety and quality standards. This process can be very costly, especially if your apartments do not pass the inspection the first time.

If you are looking to purchase and then eventually lease a commercial property, try to find a building that has a lot of space. Trying to lease out dwellings that are too small is going to be hard-- people want to be in a spacious area, not a claustrophobic one.

One of the most important metrics that an investor can use to judge the attractiveness of a commercial property is the NOI, or Net Operating Income. To calculate NOI, subtract first-year operating expenses from the property's first-year gross operating income. A good investment will have a positive NOI, which indicates that the property will bring in more cash than it will require to operate and maintain it.

Be sure to include a right to terminate the agreement in so many days written notice with your broker in your written agreement. This way you will be able to terminate the relationship fast if you find that your broker is not doing a good enough job for you.

This is not something that you should try to do on your own and it would serve you well if you got in touch with a licensed commercial real estate broker. With their help you will be able to negotiate a great deal that will put a smile on your face.

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miamibeachbroker · 5 years

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The Riviera, Miami Beach | Condos For Sale & Rent

New Post has been published on https://rebroker.miami/the-riviera-miami-beach/

The Riviera, Miami Beach | Condos For Sale & Rent

The Riviera Condo

2401 Collins Ave Miami Beach

Riviera South Beach Condos at 2401 Collins Avenue boasts abundant amenities in an unparalleled design with an oceanfront view. The beach is your backyard. Views of the water and the Miami skyline come standard with every room. One block away from the extravagant 1 Hotel and Homes, the soft sands of Miami Beach, and the city’s most famous golf course, Miami Beach Golf Club, Riviera Condominium at 2401 Collins Avenue offers everything residents could possibly ask for.

Units: 188 Stories: 19

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Riviera Condo – Miami Beach Oceanfront Luxury Condos

The Riviera condominium is located at 2401 Collins Avenue on the Atlantic Ocean in the world famous South Beach area of Miami Beach, just a few steps from the beach and a few minutes drive to all the hot spots, restaurants and clubs.. Located right on the boardwalk, you can ride your bike or walk to all the amenities like the world-famous spas and shopping in the brand new ultra-luxury condo-hotels that are being built in the area. The Riviera has incredible ocean, bay and city views and year-round bay and ocean breezes. This section of Miami Beach has long been very desirable because it is a narrow strip of land between the Atlantic Ocean and Indian Creek, allowing for oceanfront living as well as ocean access boating from the Indian Creek docks! Also, this neighborhood is just a bike ride from Lincoln Road and just minutes from world famous Ocean Drive.

Riviera Condo – Building Amenities

Direct oceanfront

Large fitness center

Oceanfront swimming pool

24-hour security

Party and billiards room

Riviera – Pet and Rental Policies

Currently pets for owners only; no dangerous breeds. The minimum rental period is ninety (90) days, twice annually.

Miami Beach Lifestyle

The whole world wants to be in Miami Beach. For the weather, the music, the fashions, the flavor of the tropics infused with a cosmopolitan style found nowhere else on the planet. A business capital with five-star hotels and hip restaurants, jungle gardens and coral reefs. Living in Miami is an endless feast for senses. And living at Riviera puts it within easy reach.

Building

Immaculate beach front property located steps from The One Hotel, Lincoln Road shops, and South Beach. The Riviera residences offer plenty of space and spectacular views. The building’s interior was recently updated and the exterior is currently undergoing a major restoration and makeover. Amenities include a pool, gym, 24-hour security, and direct beach access.

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CONDOS FOR SALE

CONDOS FOR RENT

RECENTLY SOLD

CONDOS FOR SALE

1 Bedroom Units for Sale in Riviera Condo, Miami Beach

CityCondo NameUnit NumberBedsBathsLiving AreaYear BuiltPriceTotal Pic

Miami Beach

The Riviera Condo

512

1.5

1030

1980

$385,000

2 Bedroom Units for Sale in Riviera Condo, Miami Beach

CityCondo NameUnit NumberBedsBathsLiving AreaYear BuiltPriceTotal Pic

Miami Beach

The Riviera Condo

1704

1.5

1121

1980

$525,000

Miami Beach

The Riviera Condo

1210

1121

1980

$499,000

Miami Beach

The Riviera Condo

1111

1121

1980

$475,000

CONDOS FOR RENT

1 Bedroom Units for Rent in Riviera Condo, Miami Beach

CityCondo NameUnit NumberRent PeriodLiving AreaBedsBathsPets AllowedPriceTotal Pic

Miami Beach

The Riviera Condo

407

Month

1121

$2,500

2 Bedroom Units for Rent in Riviera Condo, Miami Beach

CityCondo NameUnit NumberRent PeriodLiving AreaBedsBathsPets AllowedPriceTotal Pic

Miami Beach

The Riviera Condo

1110

Month

1121

$2,799

Miami Beach

The Riviera Condo

1102

Month

1266

$2,700

Miami Beach

The Riviera Condo

1011

Year

1121

$2,400

Miami Beach

The Riviera Condo

711

Month

1121

$2,200

RECENTLY SOLD

2 Bedroom Units for Sale in Riviera Condo, Miami Beach

CityCondo NameUnit#BedsBathsLiving AreaYear BuiltSold PriceClosing Date

Miami Beach

The Riviera

1503

1368

1980

$500,000

05.24.19

Miami Beach

The Riviera Condo

1610

1121

1980

$467,500

05.10.19

Miami Beach

The Riviera Condo

1607

1121

1980

$425,000

11.30.18

Miami Beach

The Riviera

711

1121

1980

$445,000

06.19.18

Miami Beach

Riviera

1110

1121

1980

$306,000

09.25.08

1 Bedroom Units for Sale in Riviera Condo, Miami Beach

CityCondo NameUnit#BedsBathsLiving AreaYear BuiltSold PriceClosing Date

Miami Beach

The Riviera Condo

1111

1121

1980

$300,000

05.07.19

Miami Beach

The Riviera Condominium

1905

1121

1980

$523,000

10.30.18

Miami Beach

The Riviera

707

1121

1980

$340,000

10.25.18

Miami Beach

The Riviera

1002

1.5

1266

1980

$775,000

04.27.18

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samuelcarveraccidentman · 5 years

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Naval Power: Small Ships for Big Targets

The Republic of China Navy (RoCN) has transitioned from the most neglected arm of the Taiwanese military to the most important. The RoCN alone can defeat an invasion fleet at sea. Sinking amphibious transports not only takes a large ground force out of action, but also permanently degrades the enemy’s amphibious capability.

Taiwanese Navy Destroyer Suao

The RoCN has 26 large surface combatants, all of which have a potent anti-ship capability. The largest ships in the fleet are the four Kee Lung-class guided-missile destroyers, formerly the U.S. Kidd class destoyers.

At about 10,000 tons, each destroyer sports two Mk.26 twin surface to air missile (SAM) launch systems armed with Standard SM-2 Block IIIA surface-to-air missiles, two Mk. 45 127mm guns, four Harpoon Block II anti-ship missiles and has a helicopter flight deck and hangar.

The remaining large surface vessels are a mixture of American and French designs.

Cheng Kung class frigates

The eight Cheung Kung class of guided missile frigates are a modified version of the long-hull Oliver Hazard Perry class. The class is armed with a Mk.13 missile launcher forward, capable of firing SM-1MR surface-to-air and Harpoon anti-ship missiles, and a 76mm Oto Melara gun amidships.

The frigates also carry 8 Hsiung Feng II anti-ship missiles, giving the small ships a powerful anti-ship capability. Each carries an S-70 Thunderhawk helicopter, an export variant of the SH-60B Seahawk.

Taiwan has eight frigates of the former U.S. Knox class destroyers, now the Chi Yang class. The ships mount the original armament of one Mk. 45 127mm gun and one ASROC launcher. The Chi Yang class has also been retrofitted with ten SM-1MR surface-to-air missiles in external canister launchers. The ships each carry one MD-500 ASW helicopter.

Rounding out large surface combatants are the Kang Ting-class frigates. A modification of the La Fayette design, the Kang Ting frigates mount one 76mm gun and a navalized Chaparral missile launcher for air defense. 8 Hsiung Feng anti-ship missiles are carried, and typically one S-70 Thunderhawk helicopter.

Taiwan has made a significant investment in small, fast missile patrol craft designed to take on much larger Chinese surface and amphibious ships. Twelve missile patrol combatants of the Jing Chiang class were built — each 680 tons fully loaded — with a 76mm gun and mine-laying racks.

There are also 34 smaller ships of the 150 ton Kung Hua VI project. Ships of both classes are each equipped with 4 Hsiung Feng anti-ship missiles. This diminutive fleet collectively weighs just over 13,000 tons but altogether packs a total of 184 anti-ship missiles.

The RoCN’s submarine fleet consists of just four aging submarines. Two are of the U.S. Navy Tench class, Hai Shih and Hai Pao. Both were launched toward the end of the World War II and are used as training vessels. The other two submarines, Hai Hung and Hai Hu, are a Dutch design of mid-1980s vintage. Displacing 2,600 tons submerged, they were upgraded in 2013 with Harpoon II anti-ship missiles.

Taiwan has a modest-sized amphibious force, designed to move army and marine units by sea during wartime. The force is built around one dock landing ship formerly of the Anchorage class, Shui Hai, and two tank landing ships formerly of the Newport News class, Chung Ho and Chung Ping. The force can land up to four companies of AAV-7A1 amphibious assault vehicles or main battle tanks, and two companies of infantry.

Air Power Designed to Withstand a Siege

The Republic of China Air Force (RoCAF) is optimized for air superiority. China could not successfully invade without seizing air superiority, and as a result Taiwan’s air force is seen as one of the primary deterrents to Chinese military action.

Taiwan’s fighters were state of the art in the 1990s, when most of the aircraft were purchased. Time and China’s air power buildup have eroded their technological edge — opening up the possibility that China could successfully contest air superiority over the island.

The RoCAF currently has 146 F-16 A/B Block 20 multirole fighters, armed with AIM-120 AMRAAM air-to-air missiles. It also operates 55 Mirage 2000 multirole fighters, armed with Magic air-to-air missiles. Rounding out Taiwan’s main fighter inventory are 126 Ching-kuo Indigenous Fighters, armed with locally developed Sky Sword II air-to-air missiles.

The Combat Avionics Programmed Extension Suite program, meant to upgrade both U.S. and Taiwanese F-16s with advanced AESA radar systems, is going forward without U.S. Air Force participation, which was pulled this month at the last minute. Washington has reassured Taiwan that the cost differential will be minimal and the upgrade program can proceed.

Taiwan’s fleet of support aircraft includes six E-2 Hawkeye airborne early-warning and air-control aircraft upgraded with APS-145 radars. One C-130 Hercules transport was converted into to an electronic warfare platform, while two RoCN S-70 Thunderhawks have been configured as signals intelligence collection aircraft.

P-3C Orion

Taiwan has for a long time lacked a strong maritime patrol aircraft force. Under the navy, a modest force of 20 S-2 Trackers in the 1990s is being replaced by a dozen P-3C Orions. The first Orion arrived in November 2013 and the last is scheduled to arrive in 2015.

In the event of war, the RoCAF’s air bases will come under heavy air attack, both by aircraft and missiles. China’s Second Artillery Corps has an estimated 1,500 conventionally armed short range ballistic missiles, many of which will likely be used in the counter-air role. Estimates are that it would take 50 direct hits to close a RoCAF air base to air operations.

The RoCAF is prepared to keep air bases open while under attack. Taiwan has the Rapid Runway Repair System, used by the U.S. Air Force, to repair runways damaged by enemy attack. The RoCAF also has the Portarrest P-IV mobile aircraft arresting system for landing aircraft on damaged runways.

The RoCAF has invested considerable resources in hardening base facilities. Chiashan Air Base, on the island’s eastern coast, includes a hollowed-out mountain that serves as a refuge for up to 100 Mirage 2000-5 and F-16 fighters. Two airfields serving the base are both at least 7,500 feet long. Chiashan is also a designated command post for counterattacks mounted by Taiwan against invading forces.

A second facility buried inside a mountain is Hengshan Command Center. Located on the outskirts of Taipei, Hengshan was completed in 1982 and serves as the national military command center in both peace and war. In wartime, it serves as the seat of Taiwan’s civilian government.

The air force also operates the nationwide air defense network, with 11 early warning sites overall. Main air defense is provided by Taiwan’s indigenously produced Tien Kung II surface-to-air missiles. Radar guided, Tien Kung II has a range of 125 miles and is deployed at six bases, four on Taiwan and two on nearby island groups.

Each base includes 80 missiles in underground silos and two target illumination radars. A range of 125 miles means Tien Kung missiles could theoretically engage targets over the mainland.

PAC-2 Patriot missile battery

Taiwan also has seven Patriot missile batteries, which are converting from PAC-2 to PAC-3 status. Patriot missiles are concentrated around the cities of Taipei, Greater Taichung and Greater Kaohsiung.

Future Trends: Missiles, Submarines And Volunteers

Smaller defense budgets and an overwhelming Chinese conventional force have moved Taiwan toward asymmetrical systems and an anti-access, area denial capability all its own. Rather than matching China ship for ship and plane for plane, Taiwan is fielding systems that imperil China’s ability to operate in the Taiwan Strait.

Model of Hsun Hai missile corvette

One such example is the Hsun Hai, or “Swift Sea” program of small missile corvettes. The catamarans are capable of 38 knots and designed to have a minimal radar signature.

Armed with eight Hsiung Feng II and Hsuing Feng III anti-ship missiles, the corvettes have been dubbed “carrier killers” by the Taiwanese media. The first, Tuo River, was commissioned on March 14 and expected to be operational by mid-2015. Twelve ships are planned.

Submarines stand to be a key pillar of Taiwan’s asymmetrical approach. “After Taiwan has lost air and sea control, it’s the subs that will still be able to attack groups of amphibious landing aircraft,” Wang Jyh-perng, RoCN reserve captain told the Asia Times in 2011. However, no diesel-electric submarine builder — facing pressure from China — will sell Taiwan new submarines.

A 1980s vintage Hai-lang submarine, built in the Netherlands and operated by the Republic of China Navy. ROC Photo

In January, Taiwan’s navy headquarters announced a 15-year upgrade plan for naval forces. Under the plan, a local shipbuilder has been directed to determine the feasibility of locally built submarines by June of this year. The project will not likely to succeed without outside help.

Another trend is the planned transition from a conscript military to an all-volunteer military. Social trends are undermining the existing draft system, as the system is growing unpopular and demographics are lowering the pool of potential manpower. Yet all-volunteer forces have dramatically higher personnel costs, and Taiwan’s defense budget has remained low. If Taiwan cannot offset these costs with additional defense spending, it seems inevitable the military will face a new round of reductions.

The Way Forward

Taiwan is playing a difficult hand. Seceding from the mainland outright would likely invoke a military response and anger its only ally, the United States. Matching China militarily is no longer possible, as China outspends Taiwan in defense 13 to 1. A hardline stance is increasingly unviable.

On the other hand, strong ideological differences still make reunification unpalatable to many Taiwanese. Taiwan is taking the middle ground of trying to maintain its economic position and higher standard of living relative to China, while deterring invasion by tailoring its military to specific threats. Taiwan may not be spending as much on defense as it should, but it has accepted the strategic realities, and that may well be the more difficult of the two

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thrashermaxey · 6 years

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Ramblings: Nate Schmidt Contract; More Canucks Injuries; Jersey’s Top Line; More – October 27

First and foremost, a hearty congratulations to Ian Gooding and Cam Robinson on their promotions within here at Dobber Hockey. While Cam’s has promotion been known for a while, Ian’s has not. Cam is the new Managing Editor for Dobber Prospects while Ian is the new Managing Editor right here at Dobber Hockey. Both are bright fantasy hockey minds with unique perspectives that are valuable resources for the readers.

The site is in very capable hands with Cam and Ian in their new positions.

We have a lot of NHL news to get to so let’s get to it.

The Vegas Golden Knights signed Nate Schmidt to a contract extension, tacking on six years with an AAV just under $6-million. This tweet from Cap Friendly shows some recent comparable contracts:

Most comparable contracts: Nate Schmidt (VGK) 6 years, $5.95M AAV Player (Signing Team) 1. Jeff Petry (MTL) 2. Andrew MacDonald (PHI) 3. Marc Staal (NYR) 4. Jonathan Ericsson (DET) 5. Andrej Sekera (EDM) https://t.co/9ZxLSYUzSn pic.twitter.com/od3s5oL61S

— CapFriendly (@CapFriendly) October 25, 2018

Here’s the thing with Schmidt. For a long time, the analytics community had been clamouring for the Capitals to give him more minutes and he never really got them – his career-high for minutes per game in Washington was his rookie year. As such, we have one year of Schmidt playing top pair minutes (admittedly, with good results) and one year of Schmidt cracking 20 points. He’s 27 years old and is serving a 20-game suspension. It feels like a lot of money for a guy with that kind of track record at that age.

This contract will render him useless in cap leagues, by the way. If you’re in a dynasty cap league, the time to trade him will be before the All-Star break.

Scott Darling is back with the Carolina Hurricanes. When he starts and how many starts he’ll get is up in the air.

Travis Zajac returned Thursday night for the Devils.

The injury woes continue for the Canucks as both Alex Edler and Sven Baertschi have been put on IR. Both players left the game on Wednesday night and did not return. There was word that Edler may be out weeks, plural, rather than a week. Once we get more updates we’ll let you guys know.

Torey Krug took part in the game-day skate for the Bruins but was not in their lineup on Thursday night. At the least, that should indicate that he’s very close to his return to the lineup.

Speaking of returning to the lineup, the Ducks may get back a couple forwards soon:

Nope. We're two hours away from the morning skate. Both practiced yesterday, but on an extra forward line. https://t.co/DicGTrtoC9

— Eric Stephens (@icemancometh) October 25, 2018

Once again, when we know more we’ll let you guys know.

* Jesse Puljujarvi was a healthy scratch Thursday night for Edmonton. I have no words, just anger.

Kevin Fiala was demoted to the fourth line for Nashville’s game. Likely just some motivational work being done by the coach. I wouldn’t worry.

A big night for New Jersey’s top trio, albeit in a 4-3 overtime loss to Nashville. Kyle Palmieri had three assists (more on him later), Nico Hischier had a pair of goals, and Taylor Hall had a pair of helpers.

With three shots on goal, Hischier is now up to 20 shots in 7 games. Should anyone have NHL Gamecentre, go watch Hischier’s third period. At times he was downright dominant and got the better of PK Subban a couple of shifts in a row. The kid is really starting to come into his own in all facets.

Speaking of top lines, both Filip Forsberg and Viktor Arvidsson scored their respective seventh goals of their seasons so far. That’s the start fantasy owners were looking for.

Zdeno Chara had his first multi-goal game in nearly five years while Jaroslav Halak registered his second shutout of the season in Boston’s 3-0 win over Philadelphia. Halak had one shutout in 49 starts last year.

Travis Konecny led Flyers forwards in even strength ice time, by the way.

Anthony Duclair and Boone Jenner both had a pair of goals in the Columbus 7-4 win over St. Louis. The lines were a little bit of a mess again as Jenner was between Nick Foligno and Josh Anderson. Artemi Panarin had three assists to give himself his fourth multi-point effort of the season.

In today’s edition of “Who got power play time for the Kings?” we have Ilya Kovalchuk and Jeff Carter being QB’d on the PP by Sean Walker and Dion Phaneuf.

Incredible.

Jeff Skinner’s three-assist game against the Habs (a 4-3 Sabres win) gives him an even 10 points in 10 games to this point.

I will recap the late games in the morning.

Going through Yahoo trades is something I like to do from time to time. While we don’t know the context of each particular league in which the trades are made, they are a reasonable gauge of what the public thinks of certain players. This knowledge can help. Maybe someone in your league doesn’t have the *exact* same opinion of a given player that someone else in the tubes of the internet does, but I’d wager that in many cases, the opinions aren’t drastically different. Stats and trades as of Thursday afternoon.

Trade 1: Kyle Palmieri for Mathew Barzal

Yes, Kyle Palmieri is shooting over 30 percent and no, that won’t last. But he’s also landing 3.67 shots per game, even if that were to fall to 3 shots per game, and his shooting percentage the rest of the season is 10 percent, he scores 23 goals the rest of the year and finishes with 30 on the campaign. That doesn’t even begin to dig in to his exemplary PP production (5 points) and huge hit totals (15).

There was an article recently from Chris Ryan interviewing Devils coach John Hynes. Hynes stated he has absolutely no intention of breaking up their top line.

If only someone had written over, and over, and over, and over, and over that he was a player to draft in every league this year.

The only type of league where I wouldn’t trade away Barzal to get Palmieri is a straight points-only league. That said, do people realize Barzal has 7 shots in 8 games? That’s abysmal. I would wager people drafted him hoping he could crack 30 goals this year. His shot rate at five-on-five is near the bottom of the league right now. The Islanders are a mess and Barzal is somehow going to have to figure out how to pull the trigger a little more often.

Trade 2: Anders Lee for Max Pacioretty

This is an interesting trade for me because there was a huge gap in their final ADPs – something in the realm of five or six rounds. My personal rankings for standard Yahoo leagues had them a lot closer – something in the realm of about a round and half (player 55 vs player 73). In a lot of ways, at least fantasy-wise, they are similar players. Both are known for goals rather than assists, both had questions coming into this year (new team off a down year vs. no John Tavares), and both can put up stout hit totals.

It’s a fun trade. I think if we’re talking standard leagues, we’re shuffling deck chairs for the most part. I’ll throw it to the readers: who wins this trade the rest of the season in standard Yahoo leagues?

Trade 3: Ilya Kovalchuk for Mike Hoffman

Los Angeles has been a massive disappointment this year and Ilya Kovalchuk with them. It’s weird because Kovalchuk is on pace for a 46-point season (as of Thursday afternoon). It’s not that bad for a 35-year old in today’s NHL. Consider that no player aged 35 or older cracked 60 points last year and it gives you a good barometer of what to expect for Kovalchuk. My preseason prediction had him at 58 points, so, he’s got some work to do.

On the flipside, Mike Hoffman has four goals, six points, 3 shots per game, and three PPPs so far this year. That’s a good start. He’s also been relegated to the fourth line at times, pushed off the top PP unit at times, and has a role that generally can’t be defined. Uncertainty isn’t a good thing in fantasy sports, at least not when you’re trying to value your asset. Hoffman has a lot of uncertainty.

It’s easy to see either side of this trade:

Kovalchuk – surely Los Angeles will improve this year and even at an advanced NHL age, Kovalchuk will reap the rewards.

Hoffman – he’s producing just fine for fantasy leagues at the moment but role uncertainty makes an owner nervous. However, if his role can ever be defined in the top-half of the lineup, there is more upside to be had.

Where does the Dobber community fall on this trade? Let us know in the comments.

from All About Sports https://dobberhockey.com/hockey-rambling/ramblings-nate-schmidt-contract-more-canucks-injuries-jerseys-top-line-more-october-27/

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itsworn · 6 years

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An Interview with John Staluppi, Owner of the Cars of Dreams Collection to be Sold at Barrett Jackson in April, 2018.

For nearly fifteen years, TV viewers of the popular Barrett-Jackson collector car auction have come to know John Staluppi for his solid taste in post-WWII American collector cars and his fierce ability to knock out virtually any opponent with a seven-figure bid. Though Barrett-Jackson bidders come in all shapes, sizes, and tax brackets, Staluppi made his mark thanks to a pint-sized lap dog named Dillinger.

A Maltese breed of canine, Dillinger was trained to bark on command. So before long the dog was placing the bids while poised in the arms of John, his wife Jeanette, or one of the Staluppi’s grandkids. Naturally, TV audiences ate it up and little Dillinger became “a thing” at Barrett-Jackson for many years.

With each winning “bark”, Staluppi accumulated another addition to his Cars of Dreams collection of more than 125 top-tier vehicles. Located in North Palm Beach, Florida, the Cars of Dreams collection is stored inside a former department store with more than 70,000 square-feet that’s been decorated with props and street scenes depicting New York City.

Only open four times a year, Staluppi’s private Cars of Dreams collection isn’t available for weddings or birthday parties. Rather, John works with charity organizations to help raise funding for law enforcement, children’s health programs, and heart disease and cancer-prevention research.

We recently visited with John Staluppi to learn more about his background, his plan to “shuffle the deck” by selling 125 cars at the upcoming Barrett-Jackson collector car event in West Palm Beach, Florida, and the plan to replace the sold cars with a whole new stash of classics.

Sadly, little Dillinger has gone to TV dog heaven to frolic with Rin Tin Tin and Scooby-Doo. But fear not, another Maltese pup, this one named Buddy, will take his place. Whether Buddy shares Dillinger’s passion for collector cars and being in the limelight remains to be seen. But either way, with Mr. Staluppi on the hunt for 125-plus new classic cars to replenish his Cars of Dreams collection during the next year, the story is far from over!

HRM) Where are you from?

JS) I was born in the Bensonhurst neighborhood of Brooklyn, New York. After a family move to Long Island, I then moved to Florida around 1977.

HRM) What was your first car memory?

JS) My father had a 1950 Nash four-door, one of those upside-down bathtub looking cars. It was a standard-shift car with the usual column-mounted gear lever, and Dad took the family to upstate New York for a vacation one time. Somehow I ended up alone in the car and was playing with the shift lever. When I got out of the car, I left it in Neutral. The next minute, the car comes rolling through the woods and my Dad was saying, “Whose driving through the woods?” Then he realized it was his car. I got in big trouble for that one. That Nash was one of the big ones with the fold-down seats you could camp in and a body that looked like a big beetle. The dash had this one central pod for the speedometer and gauges, they called it the “Uniscope.” It was a neat car.

HRM) At present I don’t see a Nash Ambassador in the Cars of Dreams collection, rather I see lots and lots of convertibles. What is your favorite car?

JS) I’d say my favorite car is the first Corvette I ever bought, a 1962 in Tuxedo Black. We didn’t have a lot of money, but my family helped me buy it by taking out a second mortgage on our home. It cost $3,100 back then and was a demonstrator model the dealership had for a discount ($4,038 was the base sticker price). I lived right around the corner from the Brooklyn-based Chevrolet dealer that had the car. But that was my first car that was mine. So to answer the question about what’s my favorite type of car, that’d be Corvettes at the core but followed closely by Chrysler 300 letter cars.

HRM) Wow, that’s the other end of the spectrum. Or is it?

JS) Those early 300’s could be very sporty cars. With their stiff suspensions, standard dual-quad induction, big tires, and upsized brakes, they handled better than you might expect. In a sense, a 300 convertible was like a four-seat Corvette. I had many jobs as a kid- I was a mechanic at the Chevy dealer I just mentioned, and a little later I worked as a lifeguard in upstate New York at a resort called Villa Maria. One of the head managers at the resort had a 1960 Chrysler 300F hardtop. It was blue and with the 413, and we used to go out and tear up the highway. It was an unbelievable car and started my love for 300 “letter cars.” It had the swiveling seats, the clear “Astra-Dome” bubble covering the instrument cluster, the massive Exner-era tail fins and being a 1960, was the first year for the ram induction setup (1955-1959 300’s had dual quads arranged inline atop a non-ram manifold). I remember everything about that car. It was a true bad boy and made the 1960 Chrysler 300F my absolute favorite car.

HRM) Your Cars of Dreams collection is known for being one of the few collections with such a wide variety of letter-series Chrysler 300’s. Tell us more.

JS) I have almost one of every letter-series Chrysler 300 here except for the 1959 300E. A total of only 690 1959 E’s were built, of them only 140 were convertibles. Finding a good survivor or even a solid restoration candidate is next to impossible. But that’s the fun of it. At present, I’m selling just about everything you see here in the Cars of Dreams collection. My plan is to fill this building one more time. This go-round, I’m aiming to have a truly complete collection of Chrysler 300 letter cars – including the elusive 1959 “E” – in both body types: hardtop and convertible. I’m a little bit on the fence with the 1962-1965 300s. First off, Chrysler abandoned the tail fins for 1962 but more seriously, Chrysler added a non-performance, non-letter 300 model that could be had with four doors. So to me, the 1962s aren’t as hard-core as the 1955-1961s. So I’m not sure I’ll expend as much effort acquiring 1962-up letter cars for this final go-round.

HRM) You’ve had some race cars, what was the first?

JS) That would be a 1955 Chevy. It was green, and I’m superstitious. Too many times to count, any green race car I’ve owned would blow up on me. It’d break a rear axle, transmission, or something else. We gave that ’55 the name “Mister Jinx.” Eventually we got all the bugs worked out of the car, and I ran it in C / Modified Production (C/MP). That was around the mid-1970s, and the track we used was Englishtown in New Jersey. Vinny Napp was the track manager, and we ran it often enough to hold the C/MP national championship title for a while. We also raced at Westhampton Dragstrip on Long Island and even as far away as Bristol, Tennessee’s so-called “Thunder Valley,” a great strip that’s still very active today. We had a lot of fun back then with Mister Jinx.

HRM) Did you do the driving?

JS) Oh yes! Modified Production allowed a fair amount of changes, so the original 265 V8 was replaced by a 327 with a Mickey Thompson cross-ram intake manifold. We had to remain naturally aspirated but worked in the usual modifications like high compression, a wild solid cam, hotter ignition, and, of course, a four-speed manual transmission. I ran a set of 5.38:1 rear axle gears and used to leave the line at over 6,000 rpm. It’d come out of the hole like a rocket ship.

HRM) Are you a stick man or do you prefer automatic transmissions?

JS) In the earlier days, I was a four-speed maniac. Three-speed on the tree is kind of sloppy- really antiquated. I do like the automatics of today, especially the types you can shift like a stick if you want to. They’re pretty much bullet proof. When you hit traffic, when you have to start shifting, that was fun when I was a kid. But now, at this point in life, I like to enjoy some comfort while I drive. Plus, most cars today only come with an automatic transmission, but again, the manual-shift mode does a pretty good job of simulating the old days – minus the left leg work.

HRM) You managed to locate – and buy – your first Corvette (the black 1962), so have you had any luck finding Mister Jinx, that 1955 Chevy drag car?

JS) Naah, that car is long gone. We sold it to a bunch of guys who continued racing it until it blew a tire and went off the track. I’m pretty sure the car was stripped to a shell then junked.

HRM) Beyond the Cars of Dreams collection, you’ve built and owned a series of 100-to-200-plus foot aluminum-hulled yachts and have a private jet. Success is obviously part of your life, how did it happen?

JS) I started as a mechanic in Brooklyn, then I opened up a gas station. Then a Honda motorcycle dealership franchise became available to me in Queens, on Queens Blvd. I was also a big motorcycle rider and we sold a lot of Honda ‘cycles in the mid-to-late 1960s. By the early 1970s, I was also selling the Honda 600 minicar in fair numbers. But it was the arrival of the larger Civic in 1973 that was really the beginning of true success. Sales were strong enough to allow the addition of more Honda dealerships, in Long Island and other locations. Those little Civics sold very well and I started making the real money. That allowed me to repay my debts to my parents, who funded my early efforts.

HRM) How many Honda dealerships did you grow to, and did you add other brands as well?

JS) In the 1970s, I had five Honda car dealerships and three Honda motorcycle dealerships, and then my first domestic brand was an Oldsmobile store. It was located in Brooklyn, and the success of that led to me getting some Chevrolet outlets. By the late 1980s, I had 42 car dealerships and was the largest privately-held car dealer in the world. Then interest went to 21 percent, and boy the debt load was heavy. I ended up selling off some of the good stores, and kept the bad stores, not that any were really that bad, but we turned them around and kept growing. Today, we’re the third largest privately held car sales company in the country. We do about 70,000 new cars per year, and about 30,000 used cars per year.

HRM) Who runs it all?

JS) It takes a great team, and my partner who helps keep the Long Island dealerships running is Michael Brown. My son John Jr. has stores in Las Vegas, and my son-in-law Scott has car dealerships in Queens, Great Neck, and Long Island. In fact, John Jr. is also a vintage car collector. He’s got about 35 or 40 classics out there in Las Vegas.

HRM) Are these many dealerships recognizable with names like “Staluppi Motors” or some name HOT ROD readers could seek out?

JS) They all carry the name “Atlantic”, “Advantage”, or “Millennium.” The Atlantic name stems from my first Oldsmobile (then later, Chevrolet) dealership, which was called Atlantic Oldsmobile.

HRM) Switching gears back to vintage and collectible cars, when you’re buying, what do you look for?

JS) I’m all about the hunt. I always buy cars I used to work on or knew about when I was a kid. Cars of the 1950s, 1960s, and 1970s were things I worked on, bought, sold, raced, and modified, when they were brand new. Not so much with the cars of the 1980s. By then, I had outgrown much of the hands-on, greasy fingers part of it. When I buy, I seek the finest looking examples and typically avoid unfinished projects. I prefer finished cars because it is all too easy to fall into the trap where you invest more than you’ll ever get back. Sure, if you can do the work on your own, and have the necessary skills to do good work, you can turn out a fine example. But when you add up the hours charged by any professional restoration business, a sure return on investment is rare. This is a labor of love. People who restore these cars spend thousands of hours on them, and finding missing parts is another side of it that can get costly, so I’m attracted to finished cars.

HRM) Are there any cars that you refuse to buy?

JS) I’m not a big fan of some of the more obscure vintage foreign cars. It’s about impossible to get restoration parts [for them]. I’m also not a huge Ferrari guy. Except for the pinnacle cars like the 250 GTO and such, I don’t really see the value.

HRM) No doubt it’s a lot of work to find, buy, and store so many cars. To some people, what you have here on display would be an acceptable life-long accomplishment. But you are about to sell 125 cars at the 2018 Barrett-Jackson West Palm Beach, FL collector car auction and start again. Why?

JS) I get bored. Again, with me it’s about the chase. My main business office is also contained within this structure (a former department store). When I need a break from the daily “brain damage” of keeping track of business, I’ll come out and restore my equilibrium with these wonderful vintage machines. It’s a lot of fun. I’m also a big fan of Lionel trains and have a large, running diorama in its own special room.

HRM) Anyone who has watched the televised Barrett-Jackson collector car auctions knows that you are known for buying the best examples available. Consignors also understand it’s a very good thing when you are bidding on their offerings because price is not an obstacle. Once these cars become part of your Cars of Dreams collection, are they treated differently versus other car collections?

JS) One thing that sets my collection apart from many, is the fact you can jump into any one of the cars on display, drive it out the door and go for a cruise. On the four-speed cars you don’t have to worry about it jumping out of gear because of bad synchros, the lights all work, they are all ready to go. I keep a staff of full-time mechanics led by Dave Crews, and there’s a multi-bay garage at the back of my display room to assure each car is road ready. If I buy a car and issues present themselves, we correct them. That way, when someone buys a car from my collection, they can buy it with good confidence. We exercise our cars, and that’s crucial in this day of reformulated gas that goes bad and gums up carburetors. By exercising the cars, the seals don’t get dried out and it makes a huge difference compared to cars that might sit idle for years at a time in other collections.

HRM) What’s more important to you, matching numbers, or a quality presentation?

JS) I like numbers-matching, but to me what’s more important than that would be the quality of the car, the quality of the restoration. Most of my high-end cars are numbers matching, but the plus to me is the way the car is restored- the quality of the chrome, the quality underneath the chassis, the nooks and crannies. Were the body mounts replaced? Are they detailed to the same degree as the grille? That’s where the value is. When you pull up to a car show, 90 percent of spectators don’t know what numbers matching means. But they do see a quality build, and that’s what I go after. The truth of the matter is, when I worked at Chevrolet, and we would get muscle cars with damaged engines, we simply changed short blocks and tossed the original “numbers matching” parts in the trash. Truth be told, after the repair, the engine was like new. The tiny stamped numbers on the block didn’t play into the equation whatsoever. On most pre-1968 cars, and the vast majority of 1950s cars, numbers-matching status isn’t as important because many cars simply lacked the numbers in the first place. So that’s where we turn our focus to the quality of the paint, chrome, interior, glass, and overall restoration.

HRM) How about resto-mods?

JS) That’s an area that I appreciate. Numbers-matching status has no bearing here, and that’s liberating. I have a number of resto-mods in this collection, and I bought them for the quality of execution. But again, in every case, you could take it out of my building and drive it to California. The air conditioning works, they handle well, the transmissions have overdrive, and they’re usually much faster than any original model. I think resto-mods and resto-rods are where the value is. I think resto-mods are worth a lot more money than a stock restoration. I understand the allure of original equipment, but in today’s world, a top tier resto-mod with good ingredients and craftsmanship is a better buy than a relic restored with original-type bias ply tires, a three-speed manual transmission, drum brakes, and king pin front suspension.

HRM) What are some cars that are under-valued in today’s marketplace?

JS) Big Cadillacs from the 1950s and 1960s. Cadillac is like a symbol, especially with the Eldorado and Eldorado Biarritz, those are real cars. You look at the bumpers, the stainless steel roof material, the interiors with golden threads, I think these cars are very much undervalued. I feel they will climb much higher as more people understand what they represented. Taking it further, I think all of the finned cars from the 1950’s are poised to appreciate. I’m also big on Chrysler finned cars of the Virgil Exner era. Not just the letter-series 300s we talked about already, but the Dodge D500s, Plymouth Furys and DeSoto Adventurers are really important cars that are blue chip investments.

HRM) Modern cars have to pass so many government crash, pedestrian safety and efficiency standards, their designers’ hands are tied. Its’ rumored that Dodge Challenger stylists intentionally gave up something like 1/2 of a mpg in 2008 to allow for the distinctive tunneled grille and “frowning brow” headlamps that give them so much identity. Do you think new cars will ever be distinctive again?

JS) I have a hard time looking at a Lexus or a Mercedes or a BMW, and I’m in the business as a dealer. Its’ hard to say make and model is which. Back then, you knew- that’s an Oldsmobile, that’s a Buick, that’s a Pontiac, that’s a Dodge, etc. You don’t see that now. I feel the carmakers need to add more visual variety and identity to their offerings.

HRM) Can you hint at what direction the next Cars of Dreams collection will take?

JS) This is something that’s a passion to me. Doing this one more time in my lifetime, my next collection of cars will be more of a variety. At present, Cars of Dreams celebrates the convertible body type. But for the next go around, I want more variety. Yes, there will be convertibles, but I also want to go after hardtops and even some wagons. Then I can take it in a different direction. At present, if you look around Cars of Dreams, the only reason you don’t see a convertible on display is when the factory didn’t offer it that way. An example would be the 1956-1957 Lincoln Continental MKII. Except for two factory prototype convertibles in 1957, the MKII is strictly a hardtop. If ever there was a car that deserved to be offered as a drop-top, the MKII is it. And know this, if one of those factory prototype convertibles surfaced, I’d pay the money for it! Another thing I want to point out is that there are two vintage fire trucks in the collection right now. They actually run, and I use them for parades. I had my shop install air conditioning inside one of them because it was so popular, we decided to make it more enjoyable here in the Florida heat. Commercial and emergency vehicles are interesting to me as well; I even have a Ford neighborhood ice cream truck I’ll be selling.

HRM) When you say the word “collection,” how many cars do you have?

JS) I keep about 130 cars here plus another 8 cars I keep at my home. Again, every one of them is ready for the road. Sometimes for fun, I’ll invite four or five buddies to come by then I’ll ask them which cars they want to drive, and we’ll gas them up and then attend a car show or cruise night.

HRM) Besides vintage cars and Lionel trains, you also enjoy ship building. Tell us about it.

JS) I’m building a new yacht now, which will be the ultimate, ultimate boat. I sold Diamonds Are Forever and Skyfall (Google them, dear reader, you’ll be amazed). This new one is a 230-foot boat that is going to be the ultimate yacht that’s ever been built by a person. We are hoping that for next year to have a party on it.

HRM) Back to the next collection, how does that get started?

JS) It isn’t about buying 130 cars, it’s about buying 130 great cars. In addition to having one of every 1955-1962 Chrysler 300 letter-series body type, I hope to focus on Oldsmobiles from 1950 through 1960. I want one of each model in each body configuration. More Corvettes will be added from each era, and I’m not against resto-mods representing specific years.

HRM) What does the future hold for the Cars of Dreams collection?

JS) After the next round of acquiring cars to replace the ones I’m selling at the April 2018 Barret-Jackson sale, I want to eventually pass it down to my son, John Jr. and my grandchildren. John Jr. lives in Las Vegas. He is mostly into Mopars and has about 35 cars there. As for the next round of purchases, I’ll open the door to a wider variety of cars. I’ll be at the auctions, buying and buying and buying. I’m excited to do this again.

HRM) What is it like when you are bidding on a car and suddenly there’s a TV camera pointed at your face?

JS) I gotta be honest- it’s fun. Sometimes when I’m bidding, it becomes like a war with me. Sometimes my wife Jeanette will be there with me while I’m bidding, and she’ll be asking, “are you crazy?” Then my cell phone will go off with calls from friends who see me on TV bidding who want to chime in on the action or they’re texting me “don’t lose that car, it’s a good one.” Meanwhile I’m thinking to the auctioneer “drop the hammer, drop the hammer!” The best is when my grandkids are there and they’re saying, “Poppie we’re not going to let that guy beat us? I say, ‘no way, no way’.” Sometimes it’ll cost me because the ego gets in front of the brain. One thing that used to happen to me at auction that I don’t let happen anymore is when a car shows up under the lights and I haven’t really checked into the underlying quality. When there’s a car on the docket list that catches my eye, now I make sure to get a close inspection in the days before it hits the block. That’s one of the reasons I like Barrett-Jackson, they stage the cars under the tents and in the lines for several days before they sell. This gives ample opportunity for close inspection. Once the car is on the block, there’s really no time to inspect it very closely, it becomes like a big race. But overall, I look forward to every Barrett-Jackson auction. I love it. It’s fun.

The post An Interview with John Staluppi, Owner of the Cars of Dreams Collection to be Sold at Barrett Jackson in April, 2018. appeared first on Hot Rod Network.

from Hot Rod Network http://www.hotrod.com/articles/interview-john-staluppi-owner-cars-dreams-collection-sold-barrett-jackson-april-2018/ via IFTTT

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robertkstone · 6 years

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2018 Jeep Wrangler First Drive Review: Because It’s There

TWENTY-FOUR DEGREES, INCLINED

We find ourselves on New Zealand’s South Island, perched on a soggy, precipitous mountainside east of Lake Hawea—following a long morning crawl down the ridge of Mount Prospect and crossing the Lindis River more times than I could remember.

While my off-road spotters discuss the merits of trying to creep forward versus backing down the narrow path cut in the hillside, I steal a glance at the Pitch and Roll feature displayed between the gauges of the new Jeep Wrangler. It was at least as informative as the view out the windshield—which by that point was mostly sky and mountaintops, with the occasional sight of a spotter’s head poking up over the hood. For reference, the steepest paved road in the world is 20 degrees.

Not that there was anyone to talk to. My driving partner had hopped out several minutes earlier, after watching the Jeep ahead struggle with the same obstacle. We resolved to make it without the support Jeep’s saving winch, but it was a precarious position. I needed to make a left turn up this 24-degree slope, with a steeper uphill slope to my immediate left and an equally sheer drop to my immediate right. For good measure, the light rain falling for the past hour had turned the hillside into a muddy mess. I didn’t begrudge my co-driver his choice to bail; I encouraged it.

We’re here because an all-new Jeep Wrangler is a rare thing to behold, one that arrives once in a decade at most. It is the rugged flag-bearer of the Jeep brand, the ur-SUV, and the most symbolically important vehicle Fiat Chrysler makes, which can only be properly showcased in the most extreme environments. It’s also an anachronism, a holdover from a bygone era of vehicle making that, had it never existed previous, would never be approved by a responsible corporate board today. It also is the one vehicle in the world that could properly surmount this ridiculous obstacle, and the Jeep folks wanted to prove it.

The Jeep Wrangler makes every bit of sense and none at all, and it must be accepted by a wildly devoted fan base that will tolerate no weakness. Fortunately for everyone involved, it doesn’t have many faults. In fact, it has so few we might as well just get them out of the way. First, the clutch take-up on the six-speed manual transmission is so vague even our officemates at JP and 4-Wheel and Off-Road were stalling. Second, the V-6 still feels a bit gutless at low rpm on pavement despite improvements. That about covers it.

Back on that hillside, I was driving a two-door Rubicon with the standard 3.6-liter V-6 and optional eight-speed automatic. It makes the same 285 hp and 260 lb-ft as before but gets better fuel economy and low-end torque. At crawling speeds and with four-wheel-drive gearing advantages, torque wasn’t an issue. Two days later, driving back into town in a heavier four-door Rubicon Unlimited with the same engine but standard six-speed manual, the lack of grunt was more apparent.

The enormous improvement in ride quality was also more apparent on the road. Don’t worry. It still drives like a truck, just one from this century. Moving the shocks farther outboard and raising the roll center have seriously reduced the head toss and impact harshness in everyday driving. Getting to the trail has never been so pleasant.

Although you’ll spend far more time on the road than the trail, we know you don’t care about that part, so let’s dive back into the mud. After lunch on the trail, it was a higher-speed two-track out to camp with one last river crossing to round things out. As if to drive the point of the new generation’s excellence home, one of the previous-generation Rubicon Unlimited support vehicles beached itself trying to climb out, right after the new ones drove right through.

After a night of unexpectedly heavy snowfall and several collapsed tents, we ran for the shores of Lake Wanaka and out another two-track toward Mount Aspiring National Park. On this day, I’d made a point of claiming the all-new 2.0-liter turbocharged four-cylinder. It makes 268 hp and 295 lb-ft and uses a belt alternator starter system that can take some load off the engine. This is the first four-banger Wrangler in over a decade and an optional upgrade over the V-6, so I had to know if it’s any good. This would be the day to find out. We were headed for a boulder field at the base of Mount Aspiring.

Available only with the eight-speed automatic, the turbo-four felt perfectly at home bumping along the two-track and down a stretch of paved road. The transmission, paired with either engine, continues to be a gem with quick, smooth gearshifts and a smart computer that always seems to know what gear it ought to be in. On-road and off, the engine felt just as powerful as the V-6, and its automatic start/stop system is among the smoothest on the market in any vehicle type. The real test, though, would be crawling.

Our test bed was a boulder-strewn gully 10 feet deep and in places just wider than the Jeeps. I dropped our Rubicon Unlimited into 4Lo, hit the switches to lock the front and rear differentials and disconnect the front anti-roll bar, and tiptoed in. I didn’t air down the tires, though; the Jeep people were so confident in the Wrangler they wouldn’t let us. Within 50 feet, every concern I had about power and turbo lag had been scraped away along with the paint on the factory rock rails. This little bugger crawls just as well as the V-6.

To be sure, I took another run in the other Rubicon Unlimited with the V-6 and the manual. Were it not for the shifting, I could barely tell the difference in power delivery. Between the belt alternator starter and turbocharger, the four-cylinder needed less revving to get the job done.

Speaking of, bouldering with a stock manual transmission has never been easier. Jeep has upped the crawl ratio from 73:1 to 84:1 on the manual (and from 55:1 to 77:1 on the automatic), so it can creep along at a half mile an hour in first gear in 4Lo without stalling. I only ever used the clutch to come to a complete stop while my spotters repositioned for the next obstacle.

The sun and cold wind beating on my face, this was Jeeping at its best: tough trail, manual transmission, roof down (thankfully now a tidy five-step process), and windshield down (now two wipers and four bolts, down from seeming dozens). We’d have taken the lightened doors off, too, if there were a place to put them. The included toolkit makes removing them and the windshield so easy you’re effectively obligated to do so.

The rock sliders thoroughly evaluated, I made one more run in the two-door Rubicon. Granted, the four-door Unlimiteds went everywhere the two-door went, but nothing makes a challenging trail easier than a shorter, lighter rig with a tighter turning radius. Regardless, the new 33-inch BFGoodrich All-Terrain T/A KO2 tires did a remarkable job at street pressure, and the extra inch of ground clearance afforded over the old 32-inch Mud Terrain T/A KMs was welcomed.

Off the rocks and back on the trail in the four-cylinder, we popped out the hard top’s “Freedom Panels,” which are held on by simple latches now instead of 1,000-turn knobs. It made for a better vantage point standing up through the roof as we crisscrossed the noticeably deeper Matukituki River’s West Branch. The 30-inch fording depth is engraved along with other stats on a panel on the inside of the tailgate for handy reference.

The next morning, leaving camp with the worst obstacles behind us, I decided I needed more than a mere trail run with the manual transmission. It’s a new Aisin unit with a shift linkage that has taken out most of the previous model’s slop. Were it not for the funky clutch pedal, I’d have nothing to complain about. The gates are easy to find, and the throws are short enough for a truck.

Read more about the 2018 Jeep Wrangler in our thorough First Look here.

Its crown is a nicely detailed metal and rubber shift knob with exposed bolts that cap off a wonderfully improved interior. The flat dash, round gauges, and front passenger oh-lordy handle are complemented by burly knobs, belt-buckle door handles, and exposed bolts that walk a fine line between historically informed and gaudy retro. Peppered in among them are welcome modern conveniences such as an optional 8.4-inch infotainment system, optional heated seats and steering wheel, optional high-end stereo, standard in-cluster digital display, and standard USB 2.0 and micro USB ports front and rear.

Descending through the Rees Valley and crossing its namesake river a few times (because at this point, why not?), we began the long trudge back down paved roads to the hotel and a hot shower. The improved ride is a welcome respite from three long days bouncing down the trail, as is the new electro-hydraulic steering that’s taken all the vagueness out of the rack. The Jeep is confident and planted on the road in a way Wranglers have never been. The hardcore guys will say the old trucks had more character, but the casual off-road enthusiast won’t mind the trade-off a bit.

The drive back gives time to reflect. If you went to an automaker today and asked them to build a two-door body-on-frame trucklet with a convertible roof and almost no cargo space—riding on live axles (and oh yeah, the windshield needs to fold down and you should be able to take the doors off and hose out the waterproof interior)—you’d be laughed out of the room. This Wrangler, this iconic Jeep, exists because it’s always existed, and this new one is the best one yet. No, Jeep faithful, they didn’t ruin it. They didn’t even make it just as good as the old one. They made it better in every way.

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plms-hockey · 6 years

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Leafs @ Penguins - Game 30 - Dec.9.17

KEY NARRATIVES

Toronto Maple Leafs ( 18-10-1) vs Pittsburgh Penguins (16-11-3)

Tonight the Leafs will get their first chance of the season to face the reigning Stanley Cup Champions. I'd be remiss if I didn't disclose the soft spot I have for the Penguins. As a relatively new hockey fan, Pittsburgh has been dominant since the first time someone explained what a line change was to me. Evgeni Malkin was the first player I could pick out in a swarm of skaters just by the way he moved. Love them or hate them, there was no better introduction to the sport than Penguins Hockey.

The person who got me into hockey analytics was a diehard Penguins fan. What I'm really saying is that I know someone much more qualified than myself to tell you exactly how Pittsburgh is doing after consecutive Championship runs and almost three years of so much hockey that even Sidney Crosby may have trouble swallowing it:

3 Storylines in 3 Minutes

1. The Stanley Cup Hangover is Real and the Metro Sucks

As we approach the halfway mark of the season, the Pens are sitting on a respectable record of 16-11-3. These 35 points are good enough for… the second wild-card spot in the Eastern Conference.

The disparity between the divisions is at fault for this. As you can see below, by points, both the Penguins and the Islanders would be chasing second place if they were in the Atlantic.

Basically, the Metro is a clusterf*ck.

The Pens did not do themselves any favors with a few disastrous early season showings (the 10-1 loss to CHI, 7-1 loss to TBL and 7-1 to WPG all spring to mind). While the lopsidedness of these blowouts can be blamed in part on the baffling offseason acquisition of Antti Niemi for a backup goalie, the Pens have had noticeably slow starts and lackadaisical, lopsided possession for extended stretches that was only remedied by well-timed power play goals (sound familiar, Leafs fans?).

Nevertheless, they persisted. And the Pens are finally starting to look more like themselves.

2. Phillip Joseph Kessel, Jr. Is A Back-To-Back Stanley Champion…

…and also the most consistently excellent Pens’ player by a country mile (1.6 country kilometers).

By now, the Kessel trade has been as picked over as the cookie tray at Christmas dinner (seriously, Aunt Mary, no one is going to eat your peanut butter-quinoa balls). The general consensus is that this trade is a rare win-win-win: the Pens got an elite scorer and beloved, awkward meme as a face of the franchise; the Leafs got some exciting young prospects and the first round pick that enabled them to trade for franchise goalie Freddie Andersen; and the city of Toronto got rid of the locus of Steve Simmons’ misguided, hot dog-inspired rage.

This is now the seventh time that Phil has faced his former team, in which Pens have gone 3-3-1. His first points against the Leafs since the trade (1G, 1A), poetically, came in the second-to-last season Leafs’ home game that clinched the Leafs’ playoff spot.

Quietly, Phil the Thrill has been having what is shaping up to be a career season. After slow and inconsistent starts from fellow stars Sid, Geno, and Kris Letang, Phil has been racking up points and is currently at in eighth league-wide points with 35 (14G [4PPG], 21A); he leads the team ahead of Sid’s 31 points (12G,19A) and Geno’s 26 (8G, 18A).

With 3 goals in the last 3 games, Phil has been on a tear. With apologies to John Keats, a thing of beauty is a joy forever; a Phil in the prime of his powers is definitely a beautiful thing.

3. It’s that time of year…when the Penguins start succumbing to injuries

Ahh, December, full of holiday cheer, time with family and loved ones, and the complete and utter collapse of a healthy Pens’ core.

Matt Murray has been week to week on IR since the 11/27 Flyers game, since Jakub Voracek lost an edge and awkwardly pushed Murray’s right leg into the goal post. Justin Schultz was placed on IR with a lower-body injury after a collision with Rick Nash in the 12/6 Rangers game. Schultz has arguably been the Pens’ most consistent defenseman; while the Pens were able to win a Cup last year without their number one defenseman Kris Letang, his return has been…somewhat rockier. In Schultz’s stead, the Pens have called up a freed Frankie Corrado from the WBS Baby Pens, although he is not projected to make the lineup.

Even with the injuries, there are more than enough storylines to keep this game interesting: Speed Team v. Speed Team. Superstar Sidney Crosby v. emerging superstar Auston Matthews. Former Leafs Phil Kessel and Matt Hunwick v. former Pen Ron Hainsey.

This should be a fun one, yinz!

--Laura (@werewolfbrmtzvh)

In the Leafs camp, the lineup remains infuriatingly unchanged. Polak is still holding Carrick's spot and Willy is still in the doghouse after his winning shootout goal against the Flames on Wednesday. Though, I suppose it hasn't been Nylander's offensive play that's been earning him Babcock's ire. While the whole team made some serious mistakes against Calgary, Willy definitely had a couple of slip-ups that didn't earn him any love from a coach with high defensive standards like Babcock.

Implying less trouble in paradise, this lineup (minus Polak's presence ever) does work well on the road and against teams facing depth troubles like the Penguins are this year. If he's on his game, Willy should be able to prove he can at least help keep Pittsburgh's already offensively struggling bottom six off the board.

Some Key Numbers

87 - Sidney Crosby - Center - Captain 71 - Evgeni Malkin - Center 81 - Phil Kessel - Right Wing 58 - Kris Letang - Defenseman

THE HIGHLIGHTS

youtube

THE POST GAMEHappy Sunday, everyone. Today's trivia question is as follows: Who is really good at hockey?Sidney Crosby is really good at hockey. Evgeni Malkin and Phil Kessel can come, too. And damn if Coach Sullivan wasn't trying to give them every opportunity to exercise those skills. Not one of those players was on the ice for less than 22 minutes. Malkin was out for 24.1 minutes which was more than every single Leafs player, including the defensemen, except for constant penalty killer Nikita Zaitsev who had nearly 26 minutes of ice time (Babcock - what are you doing??).Kessel and Malkin were productive in this game but were defensively shakey which put them in a different category than their Captain last night. Simply put, nobody could touch Crosby, even though he only got on the board once. He ended the night with a 5v5 CF% of 96.30. When he was out with the Matthews line, for around 10 minutes of this game, the Leafs were outshot 18-0.While this does speak to Crosby continuing his dominance through his thirties, I don't think this was a pure comparison or evaluation of Auston's current abilities. He's looked a bit off since his injury but, from nothing more than my own speculation, I'm wondering if he might be sick instead of injured. He was out of practice a while back with a "cold" but this is reminding me a lot of when Marner's production dropped off at the end of last year and we later found out he had mono.But who knows. We can only hope he bounces back soon.Unfortunately for the Penguins, Crosby's dominance didn't reflect on the rest of the roster. It was almost as if there were multiple teams playing mini-games of hockey throughout the evening. Below is a matchup chart from HockeyViz.com. Explained fully in this post game, it shows how much time players spent facing opposing skaters, and then breaks down the shot share in each matchup.

Basically, the Crosby line dominated, mostly against the Kadri and Matthews lines. The Malkin line fought head to head with Kadri and Matthews, and then Marner, Bozak, and JvR cleaned house against Penguins depth (and notably the Malkin line when they were out together).Also - not particularly important, but I find it hilarious that Babcock didn't let Polak touch the ice at 5v5 against Crosby.The shot share didn't look good for the Leafs in this one, but it's a good example of a game where you can't judge a game on shots or attempt share in a vacuum because the scoring effects were too aggressive. The Leafs spent only 4 minutes and 55 seconds without a two-goal lead in this game, scoring two goals in the first two minutes of the game. When teams have that kind of lead they always play more conservatively which usually results in significantly fewer shot attempts made as they avoid risky plays.The Leafs ended the night with a CF% of 42.55 at 5v5 which I'm actually comfortable with considering the above. What's surprising is, once again, the Leafs dominated in Expected Goals For. While making significantly fewer attempts on net, the Leafs had a 5v5 xGF% of 74.53. They had about three-fourths of the expected goal share, and once again the shot maps show why. I feel like I've used these in every post-game recently, but I'll quit talking about this when I stop being fascinated by it.

What's interesting about the heat right in front of the net is that it doesn't seem to be one or two skaters who are lighting a fire there and skewing numbers. All three of Toronto's scoring lines have names in this pile more than once, which shows this is a strategic decision and something the whole team has practiced. While there have been quotes from the team that confirm this, it's nice to see it's not just a solid plan, but that they're executing on it as well.On another good note, Mitch Marner and the Bozak line is back. JvR had a goal, Bozak had two and assist, and the Marner had three assists. The Mouse needed a good night like this, as bad luck can often be compounding as confidence gets shaken -- especially for a player who relies on creative plays like Marner. With his poor primary assist luck shaken, now we just have to wait for some goals to start coming, too.Speaking of, while Marner is a known playmaker (passer), there's often call for him to shoot more. While I don't disagree entirely, I think it's slightly overblown and the fact that he only has two goals on the season is due to his unsustainably low shooting percentage, not his shot count. Marner currently has a team worst shooting percentage of 3.4%. League average is currently 9.3, and Mitch should probably be shooting even a little above that. And while he should shoot a bit more, he's actually still shot the seventh most of any Leaf.Finally, while I won't be discussing this much today, I'd be remiss if I didn't note that William Nylander had a career-low 8.7 minutes of ice time last night. It's one thing to put a skilled, young guy on the fourth line to get him going and then play him as needed on other lines and on special teams.This... is not that -- and I'll have a lot more to say about it if Babcock doesn't do something about it tonight against Edmonton. Statistics and visuals courtesy of HockeyViz.com, NaturalStatTrick.com, Corsica.Hockey, Hockey-reference. com, and Hockeystats.ca.

#filler1 #filler2 #filler3 #filler4 #filler5 #Leafs #Penguins #Away #20172018 #120917

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vipkeyz · 4 years

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we buy houses in Baltimore - HomeVestors - How Our Business Works Pt. 1